TacheuchiTB1140 S51400007 - Service

0-1 TB1140
TB1140 0-2
0-3 TB1140
FOREWORD
This manual is intended for persons who engage in maintenance operations, and explains
procedures for disassembly and reassembly of the machine, check and maintenance procedures,
maintenance reference values, troubleshooting and outline specifications, etc. Please use this
manual as a reference in service activities to improve maintenance techniques.
Further, please be advised that items contained in this manual are subject to change without notice
due to design modifications, etc.
MACHINE FRONT AND REAR, LEFT AND RIGHT

The end where the dozer blade is mounted is the front and the end with the travel motors is the
rear. Also the right and left sides of the operator when he is seated in the operator’s seat are the
right and left sides of the machine.
MACHINE SERIAL NUMBER

The machine serial number is stamped on the identification plate. When sending reports and
inquiries, and when ordering parts, etc., be sure to include this number.
MANUAL CONTROL
Information on those to whom this manual is distributed is recorded in the ledger in the section
in charge at this company, so please decide on a person to be in charge of it and control it. When
there are updates or additions, etc., we will notify the person in charge.
TB1140 0-4
FOOT OF THE PAGE
6. Bleed the air from the cylinders.

a. With the engine running at slow, extend and contract the
cylinders 4 or 5 times.
• Move the piston rods to 100 mm before the stroke end.
DO NOT extend them completely.
b. Repeat step “a” above with the engine running at full,
then run it at slow and extend the piston rods completely
to the stroke end.
L4A100E
1. Page number
The following page numbers are assigned to each respective page. And if there are additional pages, the addition
codes are supplied. Please file the sheets in the order of the page numbers.
Page No.
X–XX
Page number within chapter
Chapter Number
Page Addition
X–XX–X
Addition Code
Example: II-8
II-9
II-9-1 ............... A page is added between page 9 and page 10.
II-10
2. Revision number
Indicates the number of revisions made to this manual. This number is printed on the page that reflects this
revision.
If a page has been revised, it is to be used in place of the page used before revision and it is not necessary to keep
the old page.
3. Model(s)
SYMBOLS
means “Please refer to the section quoted.”
Indicates the tightening torque at the specific section that requires special attention in designing.
Indicates the mass of a part or device.
0-5 TB1140
TB1140 0-6
I . GENERAL
II . SPECIFICATIONS
III . MACHINE CONFIGURATION
IV . HYDRAULIC UNITS
V. TROUBLESHOOTING
VI . ENGINE
0-7 TB1140
TB1140 0-8
I . GENERAL
I-1 TB1140
GENERAL
CONTENTS
Safety Precautions ................................................................................................................................................. 3

Cautions during Disassembly and Assembly ........................................................................................................ 9
Cautions during Removal and Installation of the Hydraulic Units ....................................................................... 9
Cautions during Removal and Installation of Piping .......................................................................................... 10
Handling of Seals ................................................................................................................................................ 10
Tightening Torques ............................................................................................................................................. 11
TB1140 I-2
GENERAL
SAFETY PRECAUTIONS
SAFETY ALERT SYMBOL

This symbol means Attention! Be Alert! Your Safety Is Involved.
The message that follows the symbol contains important information about safety.
Read and understand the message to avoid personal injury or death.
■ SIGNAL WORDS
Safety messages appearing in this manual and on machine decals are identified by the words “DANGER”,
“WARNING” and “CAUTION”. These signal words mean the following:
DANGER WARNING CAUTION

The word “DANGER” indicates The word “WARNING” indi- The word “CAUTION” indi-
an imminently hazardous situ- cates a potentially hazardous cates a potentially hazardous
ation which, if not avoided, can situation which, if not avoided, situation which, if not avoided,
result in serious injury or death. could result in serious injury or may result in minor or moder-
death. ate injury.
IMPORTANT: The word “IMPORTANT” is used to alert against operators and maintenance personnel
about situations which can result in possible damage to the machine and its components.
This manual is intended for trained and qualified personnel only. Warnings or cautions described in this manual do
not necessarily cover all safety measures. For maintenance work, each person must take adequate safety precautions
against possible hazards present in the respective working environment.
Observe all safety rules
• Operation, inspection and maintenance of this ma-

chine must be performed only by a trained and
qualified person.
• All rules, regulations, precautions and safety pro-
cedures must be understood and followed when
performing operation, inspection and maintenance
of this machine.
• Do not perform any operation, inspection and
maintenance of this machine when under the ad-
verse influence of alcohol, drugs, medication, fa-
tigue, or insufficient sleep.
• Wear a hard hat, safety shoes, safety glasses, filter

Wear appropriate clothing and personal mask, heavy gloves, ear protection and other pro-
protective equipment tective equipment as required by job conditions.
Wear required appropriate equipment such as safety
• Do not wear loose clothing or any accessory that glasses and filter mask when using grinders, ham-
can catch on controls or in moving parts. mers or compressed air, as metal fragments or
• Do not wear oily or fuel stained clothing that can other objects can fly and cause serious injury.
catch fire. • Use hearing protection when operating the ma-
chine. Loud prolonged noise can cause hearing
impairments, even the total loss of hearing.
I-3 TB1140
GENERAL
Provide a fire extinguisher and first aid Anti-explosive lighting
kit
Use anti-explosive electrical fixtures and lights when

• Know where a fire extinguisher and first aid kit are inspecting fuel, oil, coolant, battery fluid, etc. If
located and understand how to use them. lighting that is not anti-explosive should break, the
• Know how to contact emergency assistance and substance could ignite, resulting in serious injury or
first aid help. death.
Attach a “DO NOT OPERATE” tag Do not allow unauthorized personnel in

the work area
Severe injury could result if an unauthorized person
should start the engine or touch controls during in-
spection or maintenance.
• Stop the engine and remove the key before per-
forming maintenance.
• Attach a “DO NOT OPERATE” tag to the starter
switch or control lever.
Use the correct tools

Do not allow unauthorized personnel in the work
area. Chips or other debris can fly off machine parts
when grinding, welding or using a hammer.
Prepare the work area
• Select a firm, level work area. Make sure there is

adequate light and, if indoors, ventilation.
• Clear obstacles and dangerous objects. Eliminate
Do not use damaged or weakened tools or tools slippery areas.
designed for other purposes. Use tools suited for the
operation at hand.
Replace important safety parts

periodically
• Replace fuel hoses periodically. Fuel hoses be-

come weaker over time, even if they appear to be
in good shape.
• Replace important safety parts whenever an ir-
regularity is found, even if it is before the normal
time for replacement.
TB1140 I-4
GENERAL
Always clean the machine Securely block the machine or any
component that may fall
• Clean the machine before performing maintenance.

• Cover electrical parts when washing the machine. • Before performing maintenance or repairs under
Water on electrical parts could cause short-circuits the machine, set all working equipment against the
or malfunctions. ground or in the lowermost position.
Do not use water or steam to wash the battery, • Securely block the tracks.
sensors, connectors or the operator’s seat area. • If you must work beneath the raised machine or
equipment, always use wood blocks, jack-stands
or other rigid and stable supports. Never get under
Stop the engine before performing the machine or working equipment if they are not
maintenance sufficiently supported. This procedure is espe-
cially important when working on hydraulic cylin-
• Avoid lubrication or mechanical adjustments with ders.
the machine in motion or with the engine running
while stationary.
• If maintenance must be performed with the engine
running, always work as a 2-person team with one Securely block the working equipment
person sitting in the operator’s seat while the other
works on the machine. To prevent unexpected movement, securely block the
• When performing maintenance, be sure to keep working equipment when repairing or replacing the
your body and clothing away from moving cutting edges or bucket teeth.
parts.
Stay clear of moving parts Secure the engine hood or cover when
opened
Be sure to secure the engine hood or cover when

opening it. Do not open the engine hood or cover on
slopes or in strong wind.
Place heavy objects in a stable position
• Stay clear of all rotating and moving parts. Wrap-

ping or entanglement may result in serious injury
or death.
• Keep hands, clothing and tools away from the
rotating fan and running fan belts.
When removing or installing the hoe attachment,

place it in a stable position so that it does not tip over.
I-5 TB1140
GENERAL
Cautions on working on the machine Handling of hoses
Fuel, oil or hydraulic fluid leaks can cause a fire.

• Do not twist, bend or hit the hoses.
• Never use twisted, bent or cracked hoses, tubes and
pipes. They may burst.
• Retighten loose connections.
L3A005 Be careful with hot and pressurized

components
• When performing maintenance on the machine,
clean up the foot area and strictly observe the
following so as not to fall:
• Do not spill oil or grease.
• Do not leave tools laying around.
• When walking, watch your step.
• Never jump off the machine. Use the steps and
handrails when climbing on and off the machine,
and always support your body at three points with
your hands and feet.
• Use protective equipment as required by job con- Stop the engine and allow the machine to cool down
ditions. before performing inspection and maintenance.
• The engine, muffler, radiator, hydraulic lines, slid-
ing parts and many other parts of the machine are
Use caution when fueling hot directly after the engine is stopped. Touching
these parts will cause burns.
• The engine coolant, oil and hydraulic fluid are also
hot and under high pressure.
Be careful when loosening caps and plugs. Work-
ing on the machine under these conditions could
result in burns or injuries due to the hot oil spurting
out.
Be careful with hot cooling systems
• Do not smoke or permit open flames while fueling

or near fueling operations.
• Never remove the fuel cap or refuel with the engine
running or hot. Never allow fuel to spill on hot
machine components.
• Maintain control of the fuel filler nozzle when
filling the tank.
• Do not fill the fuel tank to capacity. Allow room for Do not remove the radiator cap or drain plugs when
expansion. the coolant is hot. Stop the engine, let the engine and
• Clean up spilled fuel immediately. radiator cool and loosen the radiator cap or drain plugs
• Tighten the fuel tank cap securely. Should the fuel slowly.
cap be lost, replace it only with the original
manufacturer’s approved cap. Use of a non-ap-
proved cap without proper venting may result in
pressurization of the tank.
• Never use fuel for cleaning purposes.
• Use the correct fuel grade for the operating season.
TB1140 I-6
GENERAL
Be careful with fluids under pressure High pressure nitrogen gas is enclosed in the accumu-
lator and incorrect handling could possibly bring
about serious injury due to explosion. The following
matters should be strictly observed:
• Do not disassemble.
• Do not bring close to fire or throw into a fire.
• Do not make hole, weld, or fuse.
• Do not subject to shock such as hitting or rolling.
• At time of disposal, it will be necessary to release
the enclosed gas. Please contact a Takeuchi sales or
service agent.
Pressure can be maintained in the hydraulic circuit Be careful with grease under pressure
long after the engine has been shut down.
• Release all pressure before working on the hydrau-
lic system.
• Hydraulic fluid under pressure can penetrate the
skin or eyes and cause injury, blindness or death.
Fluid escaping from a small hole can be almost
invisible. Wear a safety goggles and heavy gloves
and use a piece of cardboard or wood to search for
suspected leaks.
If fluid is injected into the skin, it must be removed
within a few hours by a doctor familiar with this The track adjuster contains highly pressurized grease.
type of injury. If the tension is adjusted without following the pre-
scribed procedure, the grease discharge valve may fly
off, resulting in injury.
Release all pressure before working on • Loosen the grease discharge valve slowly. Do not
the hydraulic system unfasten it more than one full turn.
• Do not put your face, arms, legs or body in front of
Oil may spurt out if caps or filters are removed or the grease discharge valve.
pipes disconnected before releasing the pressure in
the hydraulic system.
• Gradually loosen the vent plug to relieve tank Disconnect the battery
pressure.
• Move all the control levers and pedals several
times in all directions to release the pressure from
the working equipment circuitry. (For link type
controls)
• When removing plugs or screws or disconnecting
hoses, stand to the side and loosen slowly to gradu-
ally release the internal pressure before removing.
Handling of the Accumulator Disconnect the battery before working on the electri-
cal system or doing any welding. Remove the nega-
tive (–) battery cable first. When reconnecting the
battery, connect the negative (–) battery cable last.
N0A005
I-7 TB1140
GENERAL
Avoid battery hazards Checks after maintenance
• Batteries contain sulfuric acid which will damage • Gradually raise the engine speed from a low idle to
eyes or skin on contact. maximum speed and check that no oil or air is
• If acid contacts eyes, flush immediately with leaking from serviced parts.
clean water and get prompt medical attention. • Move the controls and check that the machine is
• If acid is accidentally swallowed, drink large operating properly.
quantities of water or milk and call a physician
immediately.
• If acid contacts skin or clothing, wash off imme-
diately with clean water.
• Wear safety glasses and gloves when working with Disposing of wastes
batteries.
• Batteries generate flammable and explosive gases.
Keep arcs, sparks, flames and lighted tobacco
away.
• Use a flashlight to check battery electrolyte level.
• Stop the engine and shut off electrical equipment
while inspecting or handling the battery.
• Do not short circuit the battery posts with metal
items.
• Always unfasten the negative (–) battery cable first
when disconnecting the battery cable. Always con- • Funnel spent fluids from the machine into contain-
nect the negative (–) battery cable last when fasten- ers. Disposing of fluids improperly destroys the
ing the battery cable. environment.
• Loose battery terminals may result in sparks. Be • Follow the prescribed regulations when disposing
sure to fasten terminals tightly. of oil, fuel, engine coolant, refrigerant, solvents,
• Make sure the vent caps are tightened securely. filters, batteries or other harmful substances.
• Do not charge a battery or jump-start the engine if
the battery is frozen. Warm to 15°C (60°F) or the
battery may explode.
Have a Takeuchi service agent repair

welding cracks or other damage
Ask a Takeuchi service agent to repair any welding

problems which are detected. If not feasible, make
sure the welding is done by a qualified person in a
properly equipped workplace.
Safety signs
• Keep all safety signs clean and legible.

• Replace all missing, illegible or damaged safety
and warning signs.
TB1140 I-8
GENERAL
CAUTIONS DURING DISASSEMBLY AND CAUTIONS DURING REMOVAL AND
ASSEMBLY INSTALLATION OF THE HYDRAULIC UNITS
1. Clean the machine before disassembly operation. 1. Make sure that the temperature of the hydraulic
oil has dropped.
2. Before disassembly, check the machine condi-
tions and record them. 2. To prevent a loss of flow of the hydraulic oil, the
• Model, Machine Serial Number, Hourmeter residual pressure in the piping and the internal
• Reason for Repairs, Repair History pressure in the hydraulic tank should be released.
• Dirtiness of Filters
• Fuel and Oil Conditions 3. Be sure to install caps or plugs on all openings in
• Damage to each parts, etc. the hydraulic unit to prevent dirt from getting into
the unit through the openings.
3. To make reassembly operations easy, make match-
PLUG
ing marks at the necessary points.
4. Clean all disassembled parts and new parts, then

arrange them in the proper sequence.
5. Be sure to replace all seals and cotter pins, etc.,

with new parts.
PLUG
6. Keep parts which should not come in contact with
oil and water separate from parts with oil on them.
• Electrical Parts, Rubber, V-Belts, etc.
7. When installing bearings, bushings and oil seals,

as a rule, use a press. When a hammer, etc., is 4. It is easy to mistake hydraulic oil adhering to the
used, it leaves bruises. hydraulic unit for an oil leak, so wipe the unit off
thoroughly.
8. Wipe all joining surfaces clean so that there is no
dirt or dust adhering to them. 5. Be sure that no damage is done to the plating on
the rod in the hydraulic cylinder.
9. Wrap seal tape from the front end, Wrapping it
tight and leaving 1 or 2 threads bare, Overlap the 6. As a rule, removal and installation of the hydrau-
tape by about 10 mm. lic cylinder should be done with the rod fully
retracted.
SEALING TAPE
7. Be sure to bleed the air after replacing the hydrau-
lic oil or removing any of the hydraulic devices.
“III. Machine Configuration, Hydraulic Sys-
tem”
LEAVE 1 OR 2 THREAD MARGIN
10. When fitting the snap rings, the bigger, rounder

side of their circumferences should face the mat-
ing surfaces.
I-9 TB1140
GENERAL
CAUTIONS DURING REMOVAL AND HANDLING OF SEALS
INSTALLATION OF PIPING
1. Clean the grooves for O-rings and if there is any
1. When hydraulic hoses are installed, tighten them burr, etc., remove it.
once to the prescribed torque, then loosen them
slightly and retighten them to the prescribed
torque.
• Tighten the fittings after the installation sur- BURR
faces fit snugly together.
• Pieces wrapped with seal tape are excluded.
2. Use 2 spanners, each on an opposite side, to DIRT

remove and tighten fittings so that the hoses or
steel pipes are not twisted.
2. Be careful not to twist O-rings. If an O-ring is

twisted, remove the twist with the fingertips.
3. During insertion, be careful not to damage the

seal.
4. Handling of Floating Seals

• Wipe all oil off the O-ring and housing of the
floating seal.
• When assembling, apply a thin coating of gear
3. After installation of hydraulic hoses or steel pipes, oil to the contact surface of the housing.
apply the maximum working pressure 5 or 6 times • After assembly, turn the seal 2 or 3 times to get
and confirm that there is no leakage. it to fit snugly.
5. Apply grease to the lip of the oil seal.

• This is to prevent wear when it is first started up
after assembly.
GREASE
TB1140 I-10
GENERAL
TIGHTENING TORQUES
Hydraulic Hoses
Torque
UNION NUT
Hose Fitting Size Union Nut (G) Taper Thread (R)
N·m ft-lb N·m ft-lb
+4.9 +3.5
1/8 9.8 0 7.3 0 11.8 ±1.2 8.7 ±0.8
+4.9 +3.5
1/4 24.5 0 18.1 0 29.4 ±2.9 21.7 ±2.1 TAPER THREAD
+4.9 +3.5
3/8 49 0 36.2 0 53.9 ±5.4 39.8 ±3.9
1/2 58.8 +4.9
0 43.4 +3.5
0 88.3 ±8.8 65.1 ±6.4
+4.9 +3.5
3/4 117.7 0 86.8 0 147.1 ±14.7 108.5 ±10.7
+4.9 +3.5
1 137.3 0 101.3 0 196.1 ±19.6 144.7 ±14.3
Bite Type Pipe Fitting for Steel Pipe
Pipe Outer Diameter Torque

(mm) N·m ft-lb
8 34.3 ±4.9 25.3 ±3.5
10 41.7 ±2.5 30.7 ±1.7
12 58.8 ±4.9 43.4 ±3.5
15 88.3 ±4.9 65.1 ±3.5
16 93.2 ±4.9 68.7 ±3.5
18 132.4 ±4.9 97.6 ±3.5
22 205.9 ±9.8 151.8 ±7.2
27.2 245.2 ±9.8 181.0 ±7.2
28 313.8 ±19.6 231.4 ±14.3
32 313.8 ±19.6 231.4 ±14.3
35 411.9 ±19.6 303.7 ±14.3
I-11 TB1140
GENERAL
Joints for Piping
Torque
Nominal Thread
Diameter Steel Cast Steel
(R) N·m ft-lb N·m ft-lb
1/8 11.8 ±1.2 8.7 ±0.8 10.8 ±1.1 8.0 ±0.7
1/4 29.4 ±2.9 21.7 ±2.1 24.5 ±2.5 18.1 ±1.7
3/8 53.9 ±5.4 39.8 ±3.9 49 ±4.9 36.2 ±3.5
1/2 88.3 ±8.8 65.1 ±6.4 73.5 ±7.4 54.3 ±5.3
3/4 147.1 ±14.7 108.5 ±10.7 127.5 ±12.7 94.1 ±9.3
1 196.1 ±19.2 144.7 ±14.3 171.6 ±17.2 126.6 ±12.5
Joints for Piping (O-ring Seal Type)

Nominal Thread Torque
Diameter
(G) N·m ft-lb
1/8 19.6 ±2.0 14.5 ±1.4
1/4 34.3 ±4.9 25.3 ±3.5
3/8 53.9 ±4.9 39.8 ±3.5
1/2 63.7 ±4.9 47.0 ±3.5
3/4 93.2 ±4.9 68.7 ±3.5 O-RING
1 107.9 ±9.8 79.5 ±7.2

1-1/4 117.7 ±9.8 86.8 ±7.2
1-1/2 137.3 ±9.8 101.2 ±7.2
Nominal Thread Torque

Diameter
(UNF) N·m ft-lb
7/16–20 16.7 ±2.0 12.3 ±1.4
1/2–20 22.6 ±2.0 16.6 ±1.4
9/16–18 31.4 ±2.9 23.1 ±2.1
3/4–16 59.8 ±4.9 44.1 ±3.5
1-1/16–12 102.0 ±5.9 75.2 ±4.4
1-5/16–12 135.3 ±7.8 99.8 ±5.8
1-5/8–12 181.4 ±9.8 133.8 ±7.2
TB1140 I-12
GENERAL
Bolts and Nuts (for ISO Strength Category 10.9)
Torque
Thread Size × Pitch General Tightening Points Special Tightening Points
N·m kgf·m ft-lb N·m kgf·m ft-lb
M6 × 1.0 9.8 ±0.5 1.0 ±0.05 7.2 ±0.4 11.8 ±0.6 1.2 ±0.06 8.7 ±0.4
M8 × 1.25 22.6 ±1.1 2.3 ±0.11 16.6 ±0.8 26.5 ±1.3 2.7 ±0.13 19.5 ±0.9
M10 × 1.5 47.1 ±2.4 4.8 ±0.24 34.7 ±1.7 54.9 ±2.7 5.6 ±0.28 40.5 ±2.0
Coarse M12 × 1.75 83.4 ±4.1 8.5 ±0.42 61.5 ±3.0 97.1 ±4.8 9.9 ±0.49 71.6 ±3.5
M14 × 2.0 134.4 ±6.7 13.7 ±0.68 99.1 ±4.9 155.9 ±7.7 15.9 ±0.79 115.0 ±5.7
M16 × 2.0 207.9 ±10.4 21.2 ±1.06 153.3 ±7.7 241.2 ±12.1 24.6 ±1.23 177.9 ±8.9
M20 × 2.5 410.9 ±20.5 41.9 ±2.09 303.1 ±15.1 475.6 ±23.7 48.5 ±2.42 350.8 ±17.5
M8 × 1.0 24.5 ±1.2 2.5 ±0.12 18.1 ±0.9 28.4 ±1.4 2.9 ±0.14 21.0 ±1.0
M10 × 1.25 50.0 ±2.5 5.1 ±0.25 36.9 ±1.8 58.8 ±2.9 6.0 ±0.30 43.4 ±2.2
M12 × 1.5 87.3 ±4.3 8.9 ±0.44 64.4 ±3.2 102.0 ±5.1 10.4 ±0.52 75.2 ±3.8
Fine
M14 × 1.5 135.3 ±6.8 13.8 ±0.69 99.9 ±5.0 157.9 ±7.8 16.1 ±0.80 116.5 ±5.8
M16 × 1.5 220.6 ±11.0 22.5 ±1.12 162.7 ±8.1 256.0 ±12.7 26.1 ±1.30 188.8 ±9.4
M20 × 1.5 452.1 ±22.6 46.1 ±2.30 333.4 ±16.6 524.7 ±26.1 53.5 ±2.66 387.0 ±19.2
1. General Tightening Points (Non-lubricated) 4. If tightening torque values are provided in this
• All securing points other than the special tight- manual, then tightening should be done accord-
ening points. ing to those values.
(This indicates that the tightening torque differs
2. Special Tightening Points (Grease with molyb- from the values given in this table.)
denum disulfide applied.)
• Points where particularly necessary due to 5. In order to tighten bolts and nuts evenly, they
function. should be tightened alternately top, bottom, left,
Special tightening positions and associated right.
instructions are given in the text.
3. Points where thread-locking compound is used

(Three Bond #1324 is applied.)
Thread-locking compound positions and associ-
ated instructions are given in the text.
I-13 TB1140
GENERAL
TB1140 I-14
II . SPECIFICATIONS
II-1
I-15 TB1140
SPECIFICATIONS
CONTENTS
Names of Components .......................................................................................................................................... 3

Dimensions ............................................................................................................................................................ 4
Lifting Capacities .................................................................................................................................................. 6
Specification Tables .............................................................................................................................................. 9
Mass Tables ......................................................................................................................................................... 16
Recommended Lubricants ................................................................................................................................... 17
Servicing Standards ............................................................................................................................................. 18
Standards for Judging Performance ..................................................................................................................... 25
Reference Value Table .................................................................................................................................. 25
Methods for Inspecting Performance ............................................................................................................ 27
In regard to Standard Values and Allowable Values

The terms used in the items “Servicing Standards” and “Standards for Judging Performance” have the following
meanings.
Standard Value ......... This indicates the standard value for the new machine at the time of shipping from the factory.
It should be used as the target value for maintenance work after operation.
Allowable Value ....... The dimensions of parts change during use because of wear and deformation. Also, the
performance of pumps, motors, and other hydraulic equipment drops, and this is the
estimated value indicating the use limit for the respective part. It is decided under reference
to the standard at the time of shipping, the results of various tests, etc. As the use conditions,
the degree of repairs, etc., differ for each machine, these should be combined and used as
reference for servicing standards and standards for judging performance.
* Do not use the standard values and the allowable values as standards for customer claims.
TB1140 II-2
II-16
NAMES OF COMPONENTS SPECIFICATIONS
NAMES OF COMPONENTS
28 3 4 6 5 9 31 11 1 2
24
7
23
8
12
25 26
16
17
22 15
14
19
10
27 18
20
21 29 30 13 N0B000
1. Cab 12. Crawler Belt 23. Arm

2. Engine Hood 13. Idler 24. Arm Cylinder
3. Fuel Tank 14. Track Roller 25. Boom
4. Hydraulic Tank 15. Carrier Roller 26. Boom Cylinder
5. Hydraulic Pump 16. Travel Motor 27. Swing Bracket
6. Slew Motor 17. Slew Bearing 28. Swing Cylinder
7. Pilot Valve 18. Track Adjuster 29. Dozer Blade
8. Battery 19. Pilot Valve (Travel) 30. Dozer Blade Cylinder
9. Control Valve 20. Swivel Joint 31. Pilot Valve (Dozer Blade)
10. Pilot Valve (Swing) 21. Bucket
11. Engine 22. Bucket Cylinder
II-3 TB1140
SPECIFICATIONS DIMENSIONS
DIMENSIONS
Machine Dimensions
V
M
Q L
R
P
N
B W
D
S E
K F
J G
H T U
A N0B001
Unit: mm
Standard Arm Long Arm
Rubber Crawlers Steel Crawlers Rubber Crawlers Steel Crawlers
A 7725 ← 7815 ←
B 2460 ← ← ←
C 2785 2775 2785 2775
D 2000 ← ← ←
E 925 915 925 915
F 2880 ← ← ←
G 3610 3580 3610 3580
H 2490 ← ← ←
J 500 ← ← ←
K 475 440 475 440
L 2880 ← 3010 ←
M 2285 ← 2400 ←
N 2705 ← 2830 ←
P 625 ← ← ←
Q 760 ← ← ←
R 2490 ← ← ←
S 550 ← ← ←
T 5725 ← 5815 ←
U 2315 ← ← ←
V 77° ← ← ←
W 53° ← ← ←
TB1140 II-4
DIMENSIONS SPECIFICATIONS
Operating Ranges
G
J
K
D
C
H
B
A
N0B002
Unit: mm
Rubber Crawlers Steel Crawlers Rubber Crawlers Steel Crawlers
A 8280 ← 8755 ←
B 8080 8085 8570 ←
C 4990 5000 5490 5500
D 4145 4150 4630 4635
E 8305 8300 8665 8660
F 5855 5850 6215 6210
G 2335 2330 1850 1845
H 5240 ← 5355 ←
J 510 480 510 480
K 490 520 490 520
II-5 TB1140
SPECIFICATIONS LIFTING CAPACITIES
LIFTING CAPACITIES
• The loads in the charts do not exceed 87% of
hydraulic lift capacity or 75% of tipping load.
• Rated lift capacities limited by rated hydraulic lift
capacity are identified by an asterisk. (*)
• The mass of slings and any auxiliary lifting devices
shall be deducted from the rated load to determine
the net load that may be lifted.
• The load point is the bucket hinge pin, and the
bucket posture is with the standard bucket com-
pletely retracted under the arm.
• Units: dan (lbs.)
Load hooking system

A load hooking system with all of the following
capacities must be provided and used.
1. A system which can withstand a weight of two
times the rated lift capacity no matter at what
position the load is applied.
2. A system in which there is no risk of the lifted load
falling from the hooking device, for example one
equipped with a hook slippage prevention device.
3. A system in which there is no risk of the hooking
system slipping from the hoe attachment.
WARNING
• DO NOT attempt to lift or hold any load that is
greater than these rated values at their speci-
fied load radii and height.
• All rated lift capacities are based on the ma-
chine being level and on a firm supporting
surface. For safe working loads, the user is
expected to make due allowance for the par-
ticular job conditions such as soft or uneven
ground, non-level condition, side loads, haz-
ardous conditions, experience of personnel,
etc. The operator and other personnel should
fully acquaint themselves with the operator’s
manual furnished by the manufacturer before
operating this machine, and rules for safe
operation of equipment shall be adhered to at
all times.
TB1140 II-6
LIFTING CAPACITIES SPECIFICATIONS
Equipped with Standard Arm Unit: daN (lbs.)
Over Rear Over Front; Dozer Blade Up
N0B003
Over Side
N0B004
II-7 TB1140
SPECIFICATIONS LIFTING CAPACITIES
Equipped with Long Arm Unit: daN (lbs.)

Over Rear Over Front; Dozer Blade Up
N0B005
Over Side
N0B006
TB1140 II-8
SPECIFICATION TABLES SPECIFICATIONS
SPECIFICATION TABLES
SPECIFICATIONS
Serial Number 51400007~

Machine Type Cab
Machine Mass (not including operator)
Rubber Crawler kg 14230
Steel Crawler kg 14155
Engine Rated Output kW/min–1 62.2/2050
Bucket Capacity (Standard Bucket)
Rated Capacity m3 0.45
Struck Capacity m3 0.34
Performance
Slew Speed min–1 13.8
Travel Speed: Rubber Crawler 1st / 2nd km/h 3.0/5.3
Steel Crawler 1st / 2nd km/h 2.8/5.0
Gradeability % (degree) 70/(35)
Ground Pressure: Rubber Crawler kPa 41.7
Steel Crawler kPa 41.5
Noise Level: Sound-power level dB (A) LWA102
Sound-pressure level dB (A) LpA79
Auxiliary Hydraulic Flow Rate 1st / 2nd L/min 106.6/51.9
Dimensions
Overall Length in Transport Position mm 7725/8155*
Overall Width mm 2490
Overall Height:Rubber Crawler mm 2785/2795*
Steel Crawler mm 2785
Dimensions of Base Machine
Tail Swing Radius mm 2000
Upper Structure Rearmost Distance from Axis of Rotation mm 2000
Clearance Height under Upperstructure:
Rubber Crawler mm 920
Crawler Base: Rubber Crawler mm 2880
Crawler
Overall Length: Rubber Crawler mm 3590
Overall Width mm 2490
Track Shoe Width mm 500
Ground Clearance: Rubber Crawler mm 450
∗: When equipped with long arm.
II-9 TB1140
SPECIFICATIONS SPECIFICATION TABLES

Machine Type
Rubber Crawler Steel Crawler Rubber Crawler Steel Crawler
Working Equipment (Hoe Attachment)
Boom Swing Angle: L.H. degree 77 ← ← ←
R.H. degree 53 ← ← ←
Maximum Reach mm 8280 ← 8755 ←
Maximum Reach at GRP mm 8080 ← 8570 ←
Minimum Level Cut Radius with Bucket Flat on GRP mm 2560 2565 2280 2285
Maximum Digging Depth mm 4990 5000 5490 5500
Radius at Maximum Digging Depth mm 3350 ← ← ←
Vertical Digging Depth mm 4140 4150 4630 4635
Maximum Digging Height mm 8305 8300 8665 8660
Radius at Maximum Digging Height mm 3760 ← 4110 ←
Maximum Dumping Height mm 5855 5850 6215 6210
Radius at Maximum Dumping Height mm 3610 ← 3955 ←
Minimum Dumping Height mm 2335 2330 1850 1845
Minimum Front Swing Radius mm 2870 ← 3000 ←
Minimum Front Swing Radius at Boom Offset mm 2285 ← 2400 ←
Overall Height at Minimum Front Swing Radius mm 6260 6255 6260 6255
Overall Height at Minimum Front Swing Radius at Boom Offset mm 6260 6255 6260 6255
Maximum Bucket Offset Volume: Left mm 625 ← ← ←
Right mm 760 ← ← ←
Digging Force: Bucket kN 98.7 ← ← ←
Arm kN 64.9 ← 55.8 ←
Working Equipment (Dozer Blade)
Dozer Blade: Width mm 2490 ← ← ←
Height mm 550 ← ← ←
Dozer Blade: Lift Height mm 510 500 ← ←
Cutting Depth mm 490 500 ← ←
TB1140 II-10
SPECIFICATIONS OF DEVICES
Engine
Model ISUZU BB-4BG1T RG-S
Type 4-cycle, vertical, water-cooled, in-line,
4-cylinder diesel engine
Number of Cylinders – Bore × Stroke mm 4 – 105 × 125
Maximum Torque N·m 285~344
Total Displacement mL 4329
Compression Ratio 18.0
Specific Fuel Consumption (at rated output) g/kW·h 244
Maximum No-load R.P.M. min–1 2375 ±25
Minimum No-load R.P.M. min–1 1000~1050
Starter Output V – kW 24 – 4.5
Alternator Output V – kW 24 – 1.2
Battery
Type 100E41R
Capacity V – A·h 24 – 80
Hydraulic Pump, Main

Model K3V63DTP150R-9N3B
Type Variable displacement axial piston + Gear
Delivery: P1 L/min 106.6
P2 L/min 106.6
Pilot L/min 20.54
Rated Pressure:P1 MPa 34.3
P2 MPa 34.3
Pilot MPa 3.9
Hydraulic Pump, Sub
Model SGP2A25F1H1-L804
Type Gear
Delivery: Pr L/min 51.9
Rated Pressure:Pr MPa 23.6
II-11 TB1140
Control Valve
Model KVMM-160-TA
Number of Circuits 13
Main Relief Valve Pressure Setting MPa 34.3
MPa 23.6
Port Relief Valve Pressure Setting MPa 24.5
MPa 37.8
MPa 27.1
Solenoid Valve (Lever Lock, Travel Speed)

Model 16251-00000
Number of Solenoids 2
Solenoid Rated Voltage V 24
Solenoid Valve (3rd Auxiliary Hydraulics)

Model GA-2344
Proportional Control Valve (1st/2nd Auxiliary Hydraulics)

Model 2KWE5G-20/G24R-237
Solenoid Valve (Slew lock Release)

Model 07920-00000
TB1140 II-12
Pilot Valves (LH, RH)

Model: LH/RH PV48K1160/PV48K1161
Secondary Pressure (Ports 1, 3) MPa 0.54~2.4
(Ports 2, 4) MPa 0.74~2.4
Operating Angle: Single (Ports 1, 3) degree 19
Single (Ports 2, 4) degree 25
Pilot Valve (Travel)

Model RCVD8C4137
Secondary Pressure MPa 0.54~2.4
Pilot Valve (Swing)

Model PV6P1013
Secondary Pressure MPa 0.49~2.06
Pilot Valve (Dozer Blade)

Model PV6P1050
Secondary Pressure 0.49~2.06
Shockless Valve
Model 16284-00000
Rated Pressure MPa 3.9
Rated Flow L/min 20.5
Anti-Rebound Valve
Model 2KAR6P72/250-812
Rated Pressure MPa 24.5
Max. Flow L/min 15
II-13 TB1140
Boom Cylinders (LH, RH)

Bore Diameter × Rod Diameter mm 100 × 70
Stroke mm 995
Fully Retracted Length (Pitch) mm 1503
Cushion Mechanism Rod End
Arm Cylinder
Stroke mm 1105
Cushion Mechanism Both Ends
Bucket Cylinder
Stroke mm 875
Cushion Mechanism 
Swing Cylinder
Stroke mm 835
Cushion Mechanism Both Ends
Dozer Blade Cylinders (LH, RH)

Stroke mm 220
Cushion Mechanism 
TB1140 II-14
Travel Motor
Model HMK071JF-8TA
Type 2-Speed Piston Motor
Total Displacement:
1st cm3/rev 4100
2nd cm3/rev 2296
Motor Displacement
1st cm3/rev 71.6
2nd cm3/rev 40.1
Reduction Gear Ratio 57.263
2-Speed Control Pressure MPa 3.9
Parking Brake Torque N·m 210
Parking Brake Release Pressure MPa 1.03 ±0.15
Amount of Reduction Gear Lubricant L 4.2
Slew Motor
Model HMS072AG-8TA
Type Piston Motor
Total Displacement cm3/rev 1163.16
Motor Displacement cm3/rev 72
Redution Gear Ratio 1/16.155
Relief Valve Pressure Setting MPa 33.4
Parking Brake Torque N·m 16.155
Parking Brake Release Pressure MPa 1.72
Swivel Joint
Model HCJ075C
II-15 TB1140
SPECIFICATIONS MASS TABLES
MASS TABLES
UNIT MASS (DRY MASS)
Unit: kg
Machine Type Cab
Upper Machinery
Engine 368
Radiator 29
Hydraulic Pump, Main 91
Hydraulic Pump, Sub 5.3
Hydraulic Tank Assembly 110
Fuel Tank Assembly 78
Control Valve 204
Pilot Valve 2.3
Slew Motor 135
Cab 370
Counterweight 2190
Swing Bracket 450
Swing Cylinder 188
Lower Machinery
Swivel Joint 31.0
Slew Bearing 157
Crawler Belt: Rubber/Steel 771/730
Travel Motor 223
Carrier Roller 12
Track Roller 21
Idler 82
Track Adjuster 62
Dozer Blade 552
Dozer Blade Cylinder 60
Hoe Attachment
Boom 627
Arm 265
Bucket: Standard 305
Boom Cylinder 106
Arm Cylinder 140
Bucket Cylinder 96
TB1140 II-16
RECOMMENDED LUBRICANTS SPECIFICATIONS
RECOMMENDED LUBRICANTS
Use different fuels, lubricants and greases according to the temperature, referring to the chart below.
• Change the lubricant earlier than as show in the table if it is extremely dirty or its performance has deteriorated severely.
• Whenever possible, use the same brand of lubricant as before. If changing with a different brand, replace the entire quantity
– do not mix different brands.
Type by temperature
Replacement
Location Type -22 -4 14 32 50 68 86 104°F Capacity
interval
-30 -20 -10 0 10 20 30 40°C
Upper limit
SAE 5W-20 15.8 L
Diesel engine oil After first 50 hrs.
Engine oil pan API service SAE 10W-30
Every 500 hrs. Lower limit
CD
SAE 15W-40 12.6 L
Antiwear ISO VG68 Total system

hydraulic oil 215 L
Hydlaulic tank ISO VG46 Every 2000 hrs.
(Option: Biode-
gradable oil) ISO VG32 Tank level
95 L
Use a clean, Quality fuel for performance and optimum engine life.
• To prevent fuel flow problems in cold weather, use diesel fuel with
Fuel tank Diesel fuel a pour point of at least -12°C (10°F) below the lowest expected Tank level
ambient temperature. 233 L
• Minimum cetane number is 45. Low temperature or high altitude
operation may require the use of fuel with a higher cetane number.
Engine cooling Coolant 30% coolant mixture

Every 1000 hours 21 L
system (water**+Coolant***) 50% coolant mixture
Travel reduction Gear oil SAE 90 After first 250 hrs. 4.2 L
gear API-GL-4 Every 2000 hrs.
Carrier Roller  48 mL
Track Roller Diesel engine oil SAE 30  200 mL

API service CD
Idler  235 mL
Slew reduction gear Gear oil SAE 90 Every 1000 hours 3.2 L
API-GL-4
Slew bearing  Every 500 hrs.
Working Lithium grease Daily or erery 10

EP-2  As required
equipment hrs.
NLGI No. 2
Levers  When required
*: If the percentage of the traveling time within the total operating time is high, replace the gear oil earlier than the specified time.
**: For water, use tap water (soft). Do not use well or river water.
***: When the ambient temperature drops below 0°C, add coolant (antifreeze). Follow the coolant manufacture’s instructions to
determine the mixture ratio.
II-17 TB1140
SPECIFICATIONS SERVICING STANDARDS
SERVICING STANDARDS
TRAVEL SYSTEM
Steel Crawler Belt

Link
Measure the dimension of four links.
• The master pin should be excluded.
• Measurement should be made when the crawler
belts is installed.
Unit: mm
Servicing
Code Designated Standard Procedure
B
Basic Dimension Allowable Value A
A
Build up
685.8 707.9
or replace
B 89 82
N0B007
Grouser Shoe Unit: mm

Servicing
Basic Dimension Allowable Value
A
191.5  C
Build up
or replace B
B 8 
A
C 20 14
N0B008
Master Bushing Unit: mm

Servicing
A
107.5  B C
Replace
B 34.1 (37.1)
A
C 50.67 (45.67)
The values within the parentheses are provided for
your reference.
N0B009
TB1140 II-18
SERVICING STANDARDS SPECIFICATIONS
Master Pin Unit: mm
Servicing
A
163.9  Replace
B 33.75 (30.75) B
N0B010
Pin Unit: mm
Servicing
A
175  Replace B
B 33.5 (30.5) A
N0B011
Bushing Unit: mm
Servicing
A
117.4  B C
Replace
B 34.1 (35.1)
A
C 50.67 (45.67)
N0B012
Carrier Roller Unit: mm

Servicing
C
A
72 
Replace
B 120 
C 100 90
A
The values within the parentheses are provided for B
your reference.
N0B013
II-19 TB1140
Track Roller Unit: mm

Servicing
A D
146 (165.4)
Build up
B 186  or replace
C 20.5 (10.3)
C A C
D 130 112 B
N0B014
Axle, Bushing Unit: mm

Designated Standard Servicing
Procedure
Axle Outer Diameter 50 (49.2)
Bore 50 (51) Replace

Bushing
Flange thickness 2 (1.2)
Drive Sprocket Unit: mm

Servicing
Basic Dimension Allowable Value D
A
A
61.00 51.00
Build up
B 73.85 68.85 or replace
C
C 108.50 103.50 B
D 171.45 171.45
P.C
.D
581
Idler Unit: mm
.7
Servicing N0B024
A C D
68 (52)
B 135  Build up
or replace
C 454 442
D 489 
E
E 17.5 23.5 A
The values within the parentheses are provided for B
your reference. N0B015
TB1140 II-20
Axle, Bushing Unit: mm
Designated Standard Servicing
Procedure
Axle Outer Diameter 65.0 (64.2)
Bore 65.0 (66) Replace

Bushing
Flange thickness 2 (1.2)
The values within the parentheses are provided for your reference.
II-21 TB1140
ATTACHMENTS
Pin and Bushing Clearances

L
N
G
E
F
H
J
C
A
B D
P K
O
L
Q
N0B016
TB1140 II-22
Unit: mm
Servicing
Code Connection Between Designated Standard Procedure
Basic Allowable Tolerance Standard Allowable
Dimensions Shaft Hole Clearance Clearance
-0.02 +0.128
A Bucket & Arm 65 0.054~0.178 1.0
-0.05 +0.034
-0.02 +0.128
B Bucket & Link 65 0.054~0.178 1.0
-0.05 +0.034
-0.02 +0.128
C Arm & Link 65 0.054~0.178 1.0
-0.05 +0.034
Link Side
+0.128 0.054~0.178
-0.02 +0.034
D Bucket Cylinder & Link 65 1.0
-0.05 Cylinder Side
+0.25 0.07~0.30
+0.05
-0.02 +0.25
E Bucket Cylinder & Arm 65 -0.05 +0.05 0.07~0.30 1.0
-0.02 +0.128
F Arm & Boom 75 -0.05 +0.025 0.045~0.178 1.0
-0.02 +0.25
G Arm Cylinder & Arm 80 -0.05 +0.05 0.07~0.30 1.0
-0.02 +0.25 Replace

H Arm Cylinder & Boom 80 -0.05 +0.05 0.07~0.30 1.0
-0.02 +0.131
I Boom & Swing Bracket 75 +0.030 0.050~0.181 1.0
-0.05
-0.02 +0.25
J Boom Cylinder & Boom 75 +0.05 0.07~0.30 1.0
-0.05
-0.02 +0.25
K Boom Cylinder & Swing Bracket 75 +0.05 0.07~0.30 1.0
-0.05
-0.02 +0.138
L Swing Bracket & Turntable 140 +0.023 0.043~0.188 1.0
-0.05
-0.02 +0.25
M Swing Cylinder & Swing Bracket 100 +0.05 0.07~0.30 1.0
-0.05
-0.02 +0.25
N Swing Cylinder & Turntable 100 +0.05 0.07~0.30 1.0
-0.05
-0.02 +0.25
O Dozer Blade Cylinder & Dozer Blade 71 0.07~0.30 1.0
-0.05 +0.05
-0.02 +0.25
P Dozer Blade Cylinder & Lower Frame 71 0.07~0.30 1.0
-0.05 +0.05
-0.02 +0.130
Q Dozer Blade & Lower Frame 71 0.049~0.180 1.0
-0.05 +0.029
II-23 TB1140
Axial Clearances for Boom, Arm and Bucket
Unit: mm
Code Item Designated Standard Servicing Procedure
Standard Clearance Allowable Clearance

A Side of Boom Foot
0.2 or less 
Adjust shim
B Side of Arm Center  
C Side of Arm Point 0.2 or less 
Tooth
L2B012
Unit: mm
Code Item Designated Standard Servicing Procedure
Basic Dimension Allowable Values

A Wear of Tooth
178.5 90 Replace
Damage to Point Even though small, if hole developes
TB1140 II-24
STANDARDS FOR JUDGING PERFORMANCE SPECIFICATIONS
STANDARDS FOR JUDGING PERFORMANCE
REFERENCE VALUE TABLE

Item Unit Standard Values Allowable Values
Engine Speed High min-1 2245 ±80 
FC min-1 1700 ±50 
Low min-1 1350 ±50 
Decelerate min-1 1350 ±100 
Hydraulic Oil Pressure
Boom MPa 34.3 +1.5
-0.5 
Arm MPa 34.3 +1.5
-0.5 
Dozer Blade MPa 23.5 +1.2
-0.5 
Slew MPa 33.3 +1.5
-1.0 
Pilot Pressure MPa 3.9 +0.5
-0.2 
Travel
Travel Speed (5 rev.)
Steel Crawler Low Speed s 46.5 ±2.0 53.2
High Speed s 26.4 ±1.5 31.6
Rubber Crawler Low Speed s 45.3 ±2.0 51.8
High Speed s 25.9 ±1.5 31.0
Travel Speed (10m)
Steel Crawler Low Speed s 12.5 ±1.2 15.0
High Speed s 7.2 ±1.0 9.2
Rubber Crawler Low Speed s 12.0 ±1.2 14.4
High Speed s 6.8 ±1.0 8.8
0
Travel Curve mm 100 -100 400
Natural Travel drop mm 0 
Slew
Slew Time Normal Speed s 8.7 ±1.2 10.8
Slow Speed s  
Overrun When Slewing Stops mm 500 ±150
Natural Slew Drop mm 0 
Cylinders
Cylinder Speed
Boom Extended s 2.6 ±0.5 3.4
Retracted s 3.1 ±0.6 4.0
Arm Extended s 2.7 ±0.6 3.6
Bucket Extended s 3.9 ±0.6 4.9
Dozer Blade Extended s 5.3 ±0.6 6.4
Swing Extended s 8.4 ±1.0 10.2
II-25 TB1140
SPECIFICATIONS STANDARDS FOR JUDGING PERFORMANCE

Item Unit Standard Values Allowable Values
Cylinders
Natural Cylinder Drop
Boom mm 8 +0-8 12.0
Arm mm 8 -80 12.0
Bucket mm 5 -50 7.5
Dozer Blade mm 5 -50 7.5
0
Swing mm 10 -10 15.0
0
Bucket Tip mm 120 -120 240
Levers
Lever Operating Force
Boom N 10.8 ±3.9
Arm N 10.8 ±3.9
Bucket N 9.8 ±3.9
Slew N 9.8 ±3.9
Travel N 12.7 ±4.9
Dozer Blade Front N 16.7 ±4.9
Rear N 18.6 ±4.9
Swing N 37.3 ±9.8
Lever Play
Boom mm 2.0 ±2.0 5.0 or less
Arm mm 2.0 ±2.0 5.0 or less
Bucket mm 2.3 ±2.0 5.0 or less
Slew mm 2.3 ±2.0 5.0 or less
Travel mm 4 -40 5.0 or less
Dozer Blade mm 2.0 ±2.0 5.0 or less
Slew Bearing
Backlash mm 40 ±10
Slew Bearing Play mm 
Crawler
Crawler Tension Steel mm 250~280 
Rubber mm 20~30 
TB1140 II-26
METHODS FOR INSPECTING PERFOR-
MANCE
PILOT R4
Hydraulic Oil Pressure (Main Relief Valve Set Pr
Pressure)
Boom, Arm
Measuring Method
• Engine : Rated r.p.m.
• Hydraulic Oil Temp. : 50~60°C
• Mount the pressure gauge on the pressure detec-
tion port, operate the desired hydraulic circuit P1
and measure the relief pressure.
P2
Pressure Detection Port N0B0171E
Circuit Relief Valve

Port Position Size
Boom P1 G1/4
R1
Arm P2 G1/4 R3
R1
N0B0181
Adjusting Method
1. Loosen locknut (2), then begin adjusting pressure
by turning setting screw (1).
Turning clockwise ................ raises the set pressure.
Turning counterclockwise .... lowers the set pressure.
2. In order to keep the setting screw from turning
after pressure has been adjusted, tighten the lock-
nut while at the same time holding the setting
screw firmly in place.
3. Operate the relief valve once more to confirm that 1
the pressure that has been set it stabilized.
Locknut: 30 ±2 N·m 2
N0B019
II-27 TB1140
Dozer Blade
Measuring Method
PILOT R4
• Hydraulic Oil Temp. : 50~60°C Pr
• Mount the pressure gauge on the pressure detec-
tion port, operate the desired hydraulic circuit
and measure the relief pressure.
Pressure Detection Port

Port Position Size P1
Dozer Blade Pr G1/4 R3
P2
N0B0171E
R3
R1
N0B0181
Adjusting Method
after pressure has been adjusted, tighten the lock- 1
3. Operate the relief valve once more to confirm that 2
Locknut: 30 ±2 N·m
N0B020
TB1140 II-28
Hydraulic Oil Pressure (Slewing Relief Valve
Set Pressure) E D SR2
Measuring Method
• Mount the pressure gauge on the pressure detec- SR1
tion port and set a solid obstacle so that the
upperstructure cannot slew in the direction to be
measured. Next, operate the circuit to be mea-
sured and measure the relief pressure.

Port Position Size N0B021
Right Slew D G1/4 SR1

Left Slew E G1/4 SR2
2 1
Adjusting Method
3. Operate the relief valve once more to confirm that N0B022

Locknut: 49 N·m
II-29 TB1140
Hydraulic Oil Pressure (Pilot Relief Valve Set

Pressure)
PILOT R4
Measuring Method
• Engine : Rated r.p.m. Pr
• Hydraulic Oil Temp. : 50~60˚C
• Mount pressure gauge on the pressure detection
port and measure the pilot relief pressure.

Relief Valve
Port Position Size P1
Pilot G1/4 R4
P2
N0B0171E
Adjusting Method
1. Loosen locknut (2), then begin adjusting pressure 2 1
3. Operate the relief valve once more to confirm that
Locknut: 29.4 N·m
N0B023
TB1140 II-30
Travel Speed (5 Revolutions)
• Measurement Posture : Excavator body raised
using both hoe attachment and dozer blade.
• Set crawler belts in motion. Starting after one
full revolution, measure the time required for 5
revolutions. (To measure speed after it has sta-
bilized.)
Travel Speed (10 m)

• Measurement Posture : Travel Posture
• Set excavator in motion. Starting after a distance MEASURED
APPROACH
of 5 meters, measure the time required to travel STRETCH
START
10 meters. Do this on level ground.
■ Travel Posture
Fully extend the arm and bucket cylinders and
adjust the hoe attachment so that its lowest part
is even with the excavator’s minimum ground
clearance level. The hoe attachment, of course, MIN. GROUND
should be in a no-load state and the dozer blade CLEARANCE
should not be touching the ground.
Travel Curve
• Measurement Posture : Travel Posture
• Starting after an approach of 5 meters, drive the
excavator in a turn for 10 meters, then measure
the distance of X (5 m point). Do this on level
ground.
II-31 TB1140
Natural Travel Drop

• Engine : Stopped
• Gradient : 15°
• Measurement Posture : Fully extend the boom,
arm and bucket cylinders and completely retract
the dozer blade cylinder.
• With the excavator parked at angle for 5 min-
utes, measure the extent of natural drop.
Slew Time
• Engine : Rated r.p.m. BUCKET PIN BOOM FOOT PIN
• Measurement Posture : Completely retract the
arm cylinder, fully extend the bucket cylinder
and adjust so that boom foot pin and bucket pin
are at matching height. Rest the dozer blade on
the ground.
• With the hoe attachment in a no-load state, wait
1 rotation, then measure the time required for
the next 2 rotations.
Overrun When Slewing Stops

• Measurement Posture : Same as that for mea-
suring slew time. LEVER BACK
START TO NEUTRAL
• Draw matching marks on the outer race of the
slew bearing and lower frame at an exactly 180 OVER RUN
degrees rotation from the starting point. With
the hoe attachment in a no-load state, rotate 180
degrees at, which point return the operation
lever to neutral. Measure the differential be-
tween the position marks and the point the hoe
attachment stops.
Natural Slew Drop

TION
• Engine : Stopped DEVIA
• Gradient : 15°
suring slew time.
• Rotate the upper machinery so that it is directly
abeam of the grade, then draw positional marks
on the slew bearing’s outer race and the lower
frame. Then measure the distance that develops
between the marks after 5 minutes.
TB1140 II-32
Boom Cylinder Speed
arm cylinder, fully extend the bucket cylinder
and rest the dozer blade on the ground.
• Then measure the time required for the bucket to
reach its highest elevation point (lowest point)
from its lowest point (highest point) resting on
the ground. (Do not include the cushioning
time.)
Arm Cylinder Speed

arm cylinder, fully extend the bucket cylinder,
position the arm horizontally and rest the dozer
blade on the ground.
• Then measure the time required for the arm
cylinder to completely retract (extend) from a
fully extended state (retracted state).
Bucket Cylinder Speed

FULLY
• Engine : Rated r.p.m. RETRACTED
arm cylinder, position the arm horizontally and
rest the dozer blade on the ground.
• Then measure the time required for the bucket
cylinder to completely retract (extend) from a
fully extended state (retracted state). FULLY EXTENDED
Dozer Blade Cylinder Speed

• Measurement Posture : Using the hoe attach-
ment, lift up the dozer blade end of the excava-
tor.
• Then, raising and lowering the dozer blade full
stroke, measure the time required per stroke in
each direction.
II-33 TB1140
Swing Cylinder Speed

suring slew time.
• While swinging the boom left (right) to right
(left), measure the time required for a full stroke
each way.
(Do not include the cushioning time.)
Natural Cylinder Drop

Boom, Arm, Bucket, Dozer Blade, Bucket Tip
dozer blade and arm cylinders, fully extend the
bucket cylinder and adjust the bucket pin posi-
tion to the same height as the boom foot pin.
• Maintain this position for 10 minutes, then mea-
sure the change in rod length and the distance the
bucket tip falls.
Swing Cylinder
• Engine : Stopped
• Hydraulic Oil Temp. : 50~60˚C
• Gradient : 15˚
suring slew time.
• Rotate the upper machinery so that it is directly
abeam of the grade, then measure the change in
rod length after 5 minutes.
TB1140 II-34
Lever Operating Force
• With the engine stopped, attach a push-pull
scale to the center of the operation lever’s handle
grip, or in the case of a pedal, position a push-
pull scale to its tip and record the measurement
at the point the lever/pedal reaches full stroke.
Lever Play
• Measure any discernible play at the tip of the
lever (pedal).
Backlash
arm cylinder and fully extend the bucket cylin-
der.
• Move the tips of the bucket teeth from side to
side (left and right) and measure the play.
Slew Bearing Play

1. Attach a dial gauge to the bot- 2. Raise the crawler on one side 3. Then raise the opposite
tom face of the slew bearing’s off the ground and set the dial crawler and read the dial
race located near the front of gauge to zero. gauge.
the upper machinery.
II-35 TB1140
Crawler Tension
• Raise the excavator completely off the ground
using the hoe attachment and dozer blade.
Then measure the distance (of droop) between
the center point on the crawler frame and top of
the crawler shoe.
Note: For the rubber crawler, the measuring
should be performed after placing the
joint portion with “M” mark to the top RUBBER STEEL
center. CRAWLER CRAWLER
N0B024E
TB1140 II-36
III . MACHINE CONFIGURATION
II-37
III-1 TB1140
MACHINE CONFIGURATION
CONTENTS
Drive System ......................................................................................................................................................... 3

Slew System ........................................................................................................................................................ 15
Travel System ...................................................................................................................................................... 19
Upper Frame ........................................................................................................................................................ 33
Control System .................................................................................................................................................... 43
Attachments ......................................................................................................................................................... 51
Hydraulic System ................................................................................................................................................ 59
Electrical System ................................................................................................................................................. 67
Proportional Control ............................................................................................................................................ 77
Air Conditioner System ....................................................................................................................................... 81
Security System ................................................................................................................................................. 133
TB1140 II-38
III-2
DRIVE SYSTEM MACHINE CONFIGURATION
DRIVE SYSTEM
CONSTRUCTION
Engine Mount
5 16 6 2,D
B
C
14 A
13 9
10
9 10 7
FAN SIDE FLYWHEEL SIDE
1,D 8 11 4
12
15
A: 256 N·m
Apply thread-locking compound.
B: 256 N·m
C: 205 N·m
D: 59 N·m N0C100E
1. Engine Foot FL 9. Stopper

2. Engine Foot FR 10. Stopper (inscribed as “A”)
3. Bracket 11. Silencer
4. Bracket 12. Air Cleaner
5. Air Hose 13. Cushion Rubber
6. Air Hose 14. Cushion Rubber
7. Air Hose 15. Ground Cable
8. Exhaust Pipe 16. Air Pipe
III-3 TB1140
MACHINE CONFIGURATION DRIVE SYSTEM
Radiator and Oil Cooler
9 7
26 A
B
2 25
8
3 14 20 19 15
4 6 21 10 11
23
5,13
1
17
12 24 16 18 22
A: Wind the seal tape around the sensor thread and apply
the liquid packing (ThreeBond 1104) over the seal
tape.
4.9 N·m
B: 59 N·m
Apply thread-locking compound. N0C101
1. Bracket 10. Bracket 19. Radiator

2. Joint 11. Holder 20. Oil Cooler
3. Plate 12. Net 21. Sub Tank
4. Plate 13. Guide 22. Fan Guard
5. Plate 14. Bracket 23. Oil Filter
6. Mount 15. Shroud 24. Cushion Rubber
7. Radiator Hose (Top) 16. Guide 25. Cushion Rubber
8. Radiator Hose (Top) 17. Hydraulic Hose 26. Sensor
9. Radiator Hose (Bottom) 18. Cover
TB1140 III-4
Pump Coupling
F
A 4 C
2
B D
1
3 E N0C102
A: Supply molybdenum disulfide grease.

B: 210~230 N·m
C: 47.1 N·m 1. Engine Housing
D: 256 N·m
2. Hydraulic Pump, Main
E: 56 N·m
F: Plug (Bleeding the air)
3. Coupling
4. Hydraulic Pump, Sub
The pump coupling connects the engine flywheel and

the hydraulic pump’s drive shaft. It is constructed so
that it absorbs vibrations, torsions, impact and out of
center of the engine and hydraulic pump.
• Refer to the table concerning the responsibility of

each of the pumps shown in the drawing at right.
Pr Pilot
P1 Right Travel, Slew, 1st Auxiliary, Boom
[2], Arm [1] P1 P2
P2 Left Travel, Bucket, Boom [1], Arm [2],
Swing
Pr 2nd Auxiliary, Dozer Blade
Pilot Lever Lock, 2nd Speed Travel, Slew P.B.
Release N0C103E
III-5 TB1140
Fuel Tank and Lines
5
2
VIEW B
B
VIEW A
N0C104E
1. Fuel Tank
2. Cap
3. Strainer
4. Fuel Sender
5. Drain Cock
6. Water Separator
7. Feed Pump
TB1140 III-6
Engine Control
3 4 1
5
2
N0C105
1. Throttle Motor Assembly

2. Bracket
3. Accelerator Wire
4. Emergency Stop Wire
5. Armrest With Switch
6. Link Ball
III-7 TB1140
Throttle Motor
4 5
17.7 A
A
190.1
C
2 3
100
74 2
8
4
A
3.2 4
24.5
4.2 B
6
N0C106
A: Apply thread-locking compound.

B: Liquid packing [Three Bond 1104]
C: Silicon rubber [Three Bond 1212]
1. Bracket
2. Lever
3. Cover
4. Limit Switch 1
5. Limit Switch 2
6. Motor
7. Bolt
8. Rubber Nut
TB1140 III-8
DISASSEMBLY AND ASSEMBLY
Removing the Engine 2

1. Disconnect the battery ground cable (1) from the
battery.
2. Remove the engine hood, side cover L and R and

engine cover [front].
“Removing the Covers”
3. Remove the Counterweight.

1
“Removing the Upper Frame”
4. Disconnect the electrical wiring from the air N0C107
cleaner (2). Next, remove the air cleaner (2).
5. Remove the radiator and oil cooler.

“Removing the Radiator and Oil Cooler”
6. Remove the hydraulic pump. 12

“Removing the Hydraulic Pump” 11
7. Remove the compressor (3).
• Do not loosen the hose to the air conditioner, or
13
the refrigerant gas may leak.
a. Loosen the nut (5) of the idle pulley (4).
b. Loosen the double-nut (6) and bolt (7) to
release the V-belt (8) tension. 3 N0C108
• When re-assembling, press the midpoint

between the crankshaft pulley (9) and the
idle pulley (4) with the force of 98 N, and
adjust the bolt (7) to produce a slack of
approximately 8 mm.
c. Remove the two installation bolts (10) from 8
the compressor (3), and detach the compressor 9
(3) from the engine.
8. Disconnect the battery cable (11) and all the

6
8 mm
connections on the engine side of the electric 5 7

10
wirings (12). 4
• Attach identification labels to individual wir-
ings. N0C109
• Disconnect the wirings from the clamp and the

band.
9. Disconnect the engine ground cable (13).
10. Disconnect the fuel hoses (14) and (15).
11. Disconnect the emergency stop wire (16) and

accelerator wire (17) from the engine.
• When re-assembling, make sure that the mini-
mum bending radius of the emergency stop
wire is at least 250 mm and check that the wire 16
moves smoothly. 14
17 15 N0C110
III-9 TB1140
12. <Flywheel side> Remove the nuts (18) and then

the stoppers (19) and cushion rubbers.
• When re-assembling, install the stopper in the
correct place that is marked A.
Nut: 256 N·m (upper)
Nut: 205 N·m (lower)
13. <Fan side> Remove the bolt (20) and then the
stoppers (21) and cushion rubbers.
• When re-assembling, install the stopper in the 18
correct place that is marked A.
Bolt: 256 N·m 19
Apply thread-locking compound to the bolts.
20 21 N0C111
14. Suspend the engine temporarily, and remove the

mount and the engine.
Engine: 370 kg
Installing the Engine

Follow the same procedure as for removal in the
reverse order.
TB1140 III-10
Removing the Radiator and Oil Cooler
“Removing the Covers” 1
2. Drain the oil from the tank.

2 3
“Removing the Hydraulic Tank”
A
3. Remove the Counterweight.
4. Remove the Batteries.

4
VIEW A
WARNING N0C112E
• Batteries generate flammable and explosive

gases.
Keep arcs, sparks, flames and lighted tobacco
away.
• Do not short circuit the battery posts with metal 5
items.
a. Remove the battery ground cable (1) from the

batteries (2).
b. Remove the battery cables (3) and (4).
6
c. Remove the installation nuts, them remove the
batteries.
Nut: 12.3 ±0.8 N·m (upper) N0C113
Nut: 9.8 ±0.8 N·m (lower)
5. Place a pen for catching the spent coolant under 7

the drain valves (5) and (6) and drain the coolant.
• Coolant volume: 21 L 13
6. Disconnect the radiator hoses [upper] (7) and

[lower] (8) and hoses from the radiator.
7. Disconnect the oil cooler hoses (9) and (10).

8
8. Remove the installation bolts (11), then remove
the condenser (12).
• Do not loosen the hose to the air conditioner, or N0C114
the refrigerant gas may leak.
9. Remove the fan guard (13) from the radiator (14). 14
10. Remove the installation bolts, then hoist the ra-

diator (14).
12
• Lift the radiator and oil cooler slowly, sliding 11
it out forward so the shroud doesn’t hit against
the cooling fan. 9
10
N0C115
III-11 TB1140
Installing the Radiator and Oil Cooler

reverse order.
• The radiator should be mounted at right angles to
the main body frame and parallel to the cooling fan.
PARALLEL
RIGHT ANGLE
TB1140 III-12
Removing the Hydraulic Pump
2. Remove the silencer.

a. Remove the fixing bolts, then remove the si-
lencer (1) from the exhaust pipe.
b. Remove the fixing bolts, then remove the si-
lencer (1) from the bracket.
3. Drain out the oil from the hydraulic tank. 1

“Removing the Hydraulic Tank”
N0C116
4. Disconnect the discharge hoses (3) and hydraulic

hoses (4) from the pump.
3 4
5. Disconnect the suction hoses (2) from the pump.
5
6. Remove the fixing bolts (5) and take out the
hydraulic pump (6). 3
7
Bolt: 256 N·m
Apply molybdenum disulfide grease to the 2
spline section (A).
Installing the Hydraulic Pump

6
Follow the same procedure as for removal in the N0C117
reverse order.
Cautions when starting the hydraulic pump

1. Fill the pump housing with clean hydraulic oil A
before starting the pump.
• Loosen the air release plug (7), fill in the oil
through the opening until the oil overflows,
and fasten the plug.
2. After starting the engine, let it run at a low idling

speed for a while to completely bleed out the air
within the circuit.
N0C118
III-13 TB1140
Removing the Fuel Tank

1. Remove the covers around the tank.
2. Loosen the drain valve (1) to drain out the fuel.

4
• Fuel tank capacity: 250 L
3. Disconnect the fuel sender wiring (2).

5
4. Disconnect the horn wiring (3).
5. Disconnect the fuel hoses (4) and (5).

1
6. Remove the installation bolts (6), then remove N0C120
the throttle motor assembly (7) from the fuel tank.
7. Suspend the fuel tank (8) temporarily and remove

the four fixing bolts (9). 3
8. Suspend the fuel tank (8) and remove it. 8

Fuel Tank: 78 kg
Installing the Fuel Tank

Follow the same procedure as for removal in the 9
reverse order. 2
9
N0C121
7 6 8
N0C122
TB1140 III-14
SLEW SYSTEM MACHINE CONFIGURATION
SLEW SYSTEM
CONSTRUCTION
5
1
N0C200
A: 339 N·m
1. Slew Bearing
2. Swivel Joint
3. Stopper
4. Slew Motor
5. Cover
III-15 TB1140
MACHINE CONFIGURATION SLEW SYSTEM
Slew Bearing
1 5 7
4 2 3 6 N0C201
1. Outer Race 5. Seal

2. Inner Race 6. Seal
3. Ball 7. Pin
4. Spacer
The slew bearing is a ball type bearing, with balls (3)

and spacers (4) aligned alternately in the groove 1
between the outer race (1) and inner race (2). The slew
bearing is installed by attaching the outer race to the
turntable and the inner race to the lower frame using
hex bolts.
The slew speed reducer’s pining, mounted on the
turntable, engages with the gear formed on the inside
of the inner race and rotates, slewing the machine’s
4
frame during operation.
3 2
L2C202
TB1140 III-16
SLEW SYSTEM MACHINE CONFIGURATION
Removing the Slew Motor 4

1. Remove the center cover T (4) and center cover
F (5).
5
2. Disconnect the hydraulic hoses (1) from the slew
motor (2).
3. Take out the installation bolts (3), suspend the

slew motor and remove it.
Bolt: 525 N·m
Apply thread-locking compound to the bolts. N0C202
Slew Motor: 135 kg
1 1
2
Installing the Slew Motor
reverse order.
3
L3C202
Removing the Slew Bearing

1. Remove the hoe attachment
“Attachments, Disassembly and Assembly”
2. Remove the upper frame.

3. Remove the inner race fixing bolts.

Bolt: 339 N·m
4. Suspend the slew bearing and remove it.

Slew Bearing: 157 kg
III-17 TB1140
MACHINE CONFIGURATION SLEW SYSTEM
Installing the Slew Bearing

Follow the procedure used for removal in reverse S
order. PARALLELPIN
S
• Install so that soft zone of the inner ring of the slew
bearing stamped with the “S” mark is at the posi-
tion shown on the diagram at the right. FRONT
• Apply grease to the teeth inside the slew bearing.
GREASE
APPLYING HOLE
N0C204E
• The grease (5) should be applied to the extent that

the pinion (4) is immersed approximately 5 mm.
4
5 mm
N0C205
Removing the Swivel Joint

1. Remove the upper frame. 2 3
“Removing the Upper Frame” 1
1
2. Disconnect the hydraulic hoses (1) from the hub
side of the swivel joint.
• Make match marks at the connection positions
of the hoses.
1
3. Remove the swivel joint fixing bolts (2). 1
Bolt: 50 N·m
1
4. Suspend the swivel joint (3) and remove it. N0C206
Swivel Joint: 19 kg
Installing the Swivel Joint

reverse order.
TB1140 III-18
TRAVEL SYSTEM MACHINE CONFIGURATION
TRAVEL SYSTEM
CONSTRUCTION
Steel Crawler Belt

9
7 1. Link R
3
2. Link L
3. Master Link
4 4. Track Pin
2 1 5. Bushing
8
6 6. Master Bushing
8 7. Master Pin
8. Collar
9. Ring
10 10. Seal
10 5 1
2 1
2
2
N0C301
Rubber Crawler Belt
1. Rubber Crawler
N0C300
III-19 TB1140
MACHINE CONFIGURATION TRAVEL SYSTEM
Carrier Roller
4 1. Bracket
B 2. Floating Seal
3 3. Washer
4. Cover
5 6 5. Roller
6. Bushing
A: 98 N·m N0C302
B: 20 N·m
Apply Loctite #503
Track Roller
Rubber Crawler 1/2
1. Roller
2. Bushing
3. Shaft
2 5
1 4. Collar
2 5. Pin
6. O-ring
7. Floating Seal
4
7
3 6
76 A
5 4
DETAIL A
C A
C: 300 N·m
N0C303E
TB1140 III-20
Rubber Crawler 2/2
1. Roller
2. Bushing
2 3. Shaft
1 5 4. Collar
2 5. Pin
6. O-ring
7. Floating Seal
4
7
3 6
76 B
5 4
DETAIL B
B
C
C: 300 N·m N0C304E
Steel Crawler
1. Roller
5 2. Bushing
3. Shaft
1 2 4. Collar
5. Pin
2 6. O-ring
7. Floating Seal
4 A
7
6
3
6
7
5 4
A
N0C305
A: 300 N·m
III-21 TB1140
Idler
4
1. Bearing
3 5 2. O-ring
3. Idler
4 4. Bushing
5. Pin
6. Shaft
7. Floating Seal
8. Yoke
1
27
5
6
2
7
8
1 N0C306
Track Adjuster
12 11
1. Cylinder
7 2. Rod
3. O-ring
8 9 4. Spacer
10
5. Spring
2 6. Washer
7. Piston Rod
1 8. Wear Ring
9. U-Packing
3
4 10. Retaining Ring
11. Flang
12. Dust Seal
13. Spacer (Rubber Crawler)
14. Nut
15. Valve
6
13 14
15 N0C307
TB1140 III-22
Travel Motor
1. Travel Motor
2 1 2. Sprocket
N0C308
A: 310 N·m
III-23 TB1140
WARNING
• If you must work beneath the raised machine
or equipment, always use wood blocks, jack-
stands or other rigid and stable supports.
Never get under the machine or working equip-
ment if they are not sufficiently supported.
• The track adjuster contains highly pressurized
grease. If the tension is adjusted without fol-
lowing the prescribed procedure, the grease
discharge valve may fly off, resulting in injury.
• Do not put your face, arms, legs or body in
front of the grease discharge valve.
• Do not put your face, arms, legs or body in the
direction of removal or installation of idler that
may spring out when the crawler is discon-
nected due to the spring force. As the screw
section of the track tension rod always under-
goes the spring force, there is a risk that the
damaged parts may suddenly spring out.
Removing the Rubber Crawler

1
1. Fully release the tension of the rubber crawler.
a. Using the Spanner, slowly loosen the grease
discharge valve (1) and drain the grease.
If the grease does not drain easily, lift the body
and turn the crawler forward or backward.
b. Tighten the grease discharge valve (1).
1
N0C309
2. Use the operating devices to lift the body.
N0C310
TB1140 III-24
3. Set an iron pipe (3) in the rubber crawler and turn
the sprocket slowly in the reverse direction.
4. Turn until the iron pipe (3) is directly next to the

idler and the rubber crawler lifts away from the
idler, then stop turning the sprocket.
5. Slide the rubber crawler sideways and remove it

from the crawler frame.
Remove the other rubber crawler using the same
procedure.
Rubber Crawler: 771 kg
Installing the Rubber Crawler

1. Use the working equipment to lift the body.
2. Set the rubber crawler on the sprocket.
3. Set an iron pipe (3) in the rubber crawler and turn

the sprocket slowly in the reverse direction.
4. Turn until the iron pipe (3) is directly next to the

idler and the rubber crawler lifts away from the
idler, then stop turning the sprocket.
5. Slide the rubber crawler inward, engage it on the

idler, then pull out the iron pipe.
6. Check that the rubber crawler is securely engaged

on the sprocket and idler.
7. Tighten the rubber crawler to the standard ten- 1

sion.
a. Using the grease gun, insert grease through the
grease nipple (2) in the grease discharge valve
(1). 2
b. Move the machine forward or backward.
c. Inspect the crawler tension.
“II. Specifications, Standards for Judging
Performance” concerning adjustment dimen- N0C311
sions and methods.
III-25 TB1140
Removing the Steel Crawler

1. Stop the machine so that master pin (4) is front of
the idler.
• Support the crawler by inserting wood under
the crawler.
N0C312
2. Release the crawler tension.

1
a. Using the Spanner, slowly loosen the grease
discharge valve (1) and drain the grease.
If the grease does not drain easily, lift the body
and turn the crawler forward or backward.
b. Tighten the grease discharge valve (1).
N0C309
3. Remove the snap ring (5).

• When the snap ring (5) interferes with the
6
master link (6), first allow a clearance between
the snap ring (5) and the master pin (4) by
tapping the master pin (4) from the snap ring
4
(5) side, and then remove the snap ring (5).
4. Pull out the master pin (4) by using the master pin
jig (8). 5
• The master pin jig: ST1970.
• Be sure to remove or install the master pin in
the proper direction.
A: Installation direction N0C313
B: Removal direction
8
B A
5
4 6 N0C314
N0C315
TB1140 III-26
5. Raise the body, then open up the crawler while
running the travel motor slowly in reverse.
• Use the dozer blade and hoe attachment to
raise the body, It should be kept level as it is
raised.
Steel Crawler: 730 kg
N0C316
Installing the Steel Crawler

1. Raise the body and position the crawler beneath
the frame.
• Be careful not to mistake the installation direc-
tion of the crawler.
FRONT
N0C317E
2. Engage the links in the sprocket, then run the

travel motor slowly in the forward direction to
wrap the crawler around the frame.
N0C318
3. When the track link joints reaches the idler (9),

lower the body. 9
• Support the crawler by inserting wood under
the crawler.
N0C319
III-27 TB1140
4. Tap in the master pin (4) by using the master pin

jig (8).
• The master pin jig: ST1970. 8
• Be sure to remove or install the master pin in
the proper direction.
A: Installation direction
B: Removal direction
B A
5
4 6 N0C314 N0C320
5. Install the snap ring (5).

• Use a new snap ring. 6
• When you install the snap ring into the groove
of master link (6), make sure that the cham-
4
fered side of the snap ring faces the master pin
(4).
N0C313
6. Raise the body and adjust the crawler tension.

Performance”
TB1140 III-28
Removing the Carrier Roller
1. Loosen the tension in the crawler belt.
2. Using a hydraulic jack (1), push up the crawler 4

belt.
• Place a stopper under the hydraulic jack (1) to
prevent the jack from slipping off.
• Install the skid (2) to avoid falling of the
crawler.
3. Loosen the installation bolts (3), then remove the

carrier roller (4).
1 3
2 N0C321
Installing the Carrier Roller

Follow the procedure used to remove the carrier roller
in reverse order.
Bolt: 98 N·m
Removing the Track Roller

1. Loosen the crawler tension.
2. Loosen the roller installation bolt (1) slightly

(approximately 1 turn).
2
1
3. Raise the machine body, take out the installation
bolt (1) and remove the roller (2).
Installing the Track Roller

1. Tighten the roller (2) installation bolt (1) tempo-
rarily. L3C307
2. Bring the machine body in full contact with the

ground, then tighten the bolts.
Bolt: 300 N·m
3. Raise the machine body, then adjust the tension of

the crawler.
Raise the machine body, then adjust the tension of
the crawler.
III-29 TB1140
Removing the Idler and Track Adjuster

1. Remove the crawler.
“Removing the Crawler”
2. Pull out the idler (1).

Idler: 82 kg
N0C322
3. Pull out the track adjuster’s track spring (2).

Track Adjuster: 62 kg
N0C323
Installing the Idler and Track Adjuster

Follow the procedure used for removal in reverse 3
order.
• Apply grease to the rubbing surfaces of the track
adjuster piston and cylinder.
• Make sure the track adjuster is inserted to the
surface of the plate (3) of the lower frame.
N0C324
Removing the Travel Motor

1. Remove the crawler. 2 5 3
“Removing the Crawler”
2. Remove the motor cover (1) and disconnect the 4

hydraulic hoses (2).
1 N0C325
TB1140 III-30
3. Suspend the travel motor (3) temporarily and
remove the fixing bolts (4).
Bolt: 310 N·m
4. Suspend the travel motor (3) and remove it.

Travel Motor: 223 kg
Installing the Travel Motor

Follow the procedure used for removal in reverse
order.
When installing the hydraulic hoses, connect the
hydraulic hose (drain) last.
The hydraulic hose (drain) must be connected after
the hydraulic oil is supplied to the travel motor through
the elbow (5).
• Amount of hydraulic oil: 0.5 L
III-31 TB1140
TB1140 III-32
UPPER FRAME MACHINE CONFIGURATION
UPPER FRAME
CONSTRUCTION
Turntable
A A
2
A
N0C400
A: 840 N·m
1. Turntable
2. Counterweight
3. Bushing
III-33 TB1140
MACHINE CONFIGURATION UPPER FRAME
Floor Plate
6 3 1
2 A
4 7 4 4 5
N0C401
A: 87 N·m
1. Floor Plate
2. Floor Mat
3. Cover
4. Cab Mount
5. Stopper
6. Cover
7. Pipe
TB1140 III-34
Console Box
2 6
1
3 4
A
A: Apply thread-locking compound.
N0C402
1. Box
2. Cover
3. Cover R
4. Cover C
5. Cover L
6. Botton
7. Bracket
III-35 TB1140
Covers
29
13 5 12
DETAIL OF PORTION C
A
8
26
7
9 23
14 6
24
1
4 3
27 25 2 25 B
15 E 21
E 19 18
22
15 16 D E
A 17
C
E 20
11
10,28
DETAIL OF PORTION A DETAIL OF PORTION B
N0C405E
D: 26.5 N·m
E: 54.9 N·m
1. Engine Cover [Front] 11. Under Cover Assembly 21. Link

2. Engine Hood 12. Handrail 22. Yoke
3. Side Cover R 13. Tool Box 23. Handrail
4. Side Cover L 14. Plate 24. Under Cover
5. Front Cover 15. Stay 25. Hinge
6. Center Cover T 16. Hook 26. Cover
7. Center Cover F 17. Bracket 27. Gas Spring
8. Center Cover F 18. Wire 28. Under Cover B
9. Under Cover 19. Plate 29. Plate
10. Under Cover Assembly 20. Lock Plate
TB1140 III-36
Removing the Upper Frame

1. Remove the hoe attachment.
“Attachments, Disassembly and Assembly”
2. Remove the cab.

“Removing the Cab”
3. Remove the center cover T and center cover F.

2
4. Remove the counterweight (1). 3 4 1
a. Disconnect the coolant reservoir hose (2), then N0C407
remove the coolant reservoir (3) from he coun-

terweight.
b. Disconnect the wire from cover lock (4).
c. Remove the two caps and attach the suspender
to the counterweight.
d. Take out the bolts and remove the counter-
weight (1).
• Attach and tighten the hoisting cable to the 5
counterweight.
Bolt: 840 N·m
Counterweight: 2190 kg 5
6
5. Disconnect the hydraulic hoses (5) from the swivel N0C408
joint.
• Make match marks on the installation position
of the hoses before disconnecting them.
6. Take out the fixing bolts and remove the stopper

(6).
Bolt: 90 N·m
7. Disconnect the grease pipe (7) from the slew

bearing.
8. Remove the fixing bolts (8) from the outer race of

the slew bearing, leaving only two bolts each on 7
the front and the rear of the machine. N0C409
• When mounting the slew bearing, be careful of

the positions of the grease hole and reamer
bolts.
“Installing the Slew Bearing”
Bolt: 339 N·m
Apply thread-locking compound to the
bolts.
8
N0C410
III-37 TB1140
9. Suspend the upper frame temporarily and remove

the remaining fixing bolts while keeping the
frame well balanced.
10. Suspend the upper frame and remove it.
Installing the Upper Frame

reverse order.
TB1140 III-38
Removing the Covers
1. Disconnect the battery ground cable from the
battery. 1
2. Remove the engine hood (1). 2

a. Open the engine hood and suspend it tempo-
3
rarily. 3
b. Disconnect the electric wiring (2) of the tail-
light.
c. Remove the installation bolts and the gas
springs (3).
3. Remove the side cover L and R.

a. Open the side cover L (4) and suspend it N0C411
temporary.
b. Remove the pin from the link (5).
c. Remove the installation bolts (6) from the 4
hinge.
• Remove the side cover R in the same way. 5
4. Remove the center cover F (7) and (8).

6
5. Remove the center cover T (9) and the plate (10). 17

6. Remove the installation bolts and the light’s elec-
trical wiring, then remove the front cover (11).
18
7. Remove the engine cover [front] (12). N0C412
19 19 19 12 19
7 12 9
11
17 13 16
10
15
14
19 19 19
N0C415
a. Remove the four installation bolts (13) to take

out the oil filter (14) and line filter (15) to- 8 N0C413
gether with the bracket (16).

b. Remove the installation bolts to detach the
receiver dryer (17) from the engine cover 13
[front].
• Never loosen the hose to the air conditioner, 16
or the refrigerant gas may leak.
c. Disconnect the electrical wiring from the air 15
14
cleaner (18), then remove the engine cover 12
[front] (12).
d. Remove the fixing bolts (19) and engine cover
[front] (12). 19
8. Remove undercovers from the bottom of the
frame. N0C414
III-39 TB1140
Installing the Covers

reverse order.
TB1140 III-40
Removing the Cab
battery.
2. Remove the operator seat from the bracket.

3 4
3. Remove the cover R (1), L (2) and C (3), then
remove bracket (4) from cover C (3).
4. Remove the cover R (5), then disconnect the 5

speaker cords. 6
5. Remove the cover L (6), then disconnect the 1 2
speaker cords and duct hose (7) from cover L (6). N0C416
6. Remove the duct hose (8) from air conditioner

unit (9) 8
7. Remove the installation bolts, remove the box
(10) from cab. 9 7
10
N0C417
8. Disconnect the wiring (11) to the cab.
9. Disconnect the hose (12) from sub tank.
12
10. Loosen the seat bracket installation bolts (13) 11 N0C418
[four].
11. Remove installation bolts (14) [six], then hoist

and remove the cab.
• Be sure to hoist the cab carefully by sliding the
seat so as not to hit the cab.
Cab: 370 kg
Installing the Cab

order.
• Suspend the cab temporarily, keeping it level, and
14 13
fasten it temporarily while it is still suspended. N0C419
III-41 TB1140
TB1140 III-42
CONTROL SYSTEM MACHINE CONFIGURATION
CONTROL SYSTEM
CONSTRUCTION
Travel, Swing Lever Unit

C: Applying thread-locking compound.
1. Bracket 6. Bracket
2. Right Travel Lever 7. Bracket
3. Left Travel Lever 8. Swing Pedal
4. Right Travel Pedal 9. Pilot Valve (Travel)
5. Left Travel Pedal 10. Pilot Valve (Swing)
III-43 TB1140
MACHINE CONFIGURATION CONTROL SYSTEM
Hydraulic Pilot Unit

A Type (ISO)
10
1
RP Pa7
R4
R3 Pa5
R1 Pa4
R2
RT
Pa3
Pb5
Pb3
Pb8
Pb7
2
LP
11 L3
L4
L1
L2
MP6 LT
MT6
MP7
BSA MT7
J1
J3
J5
J7
9 J4
J2
J6
J8
8 N0C501
Pra3
10 10
Pra2
Prb3 Pa8
Pa9
Pra1
Prb2 Pa5
Pa4
Pc2
Prb1
Pc3
Pa6 Pb8 Pa3
Pa2
Pb9
Pc1
Pc3
Pa1
Pb6
5 Pb1 Pb9
Pb3
Pb5
BLT Pb2
BLP
BL2 7
4 BL1
6
SS22 SS2P
SS2T
BST
SS21
BSP SS1P
SS12
SS1T
SS11
BS1
TR4
BS2 TRT MP2
TR3 MP3
MP4
MP5
TRP
TR1 MT2
MT3
MT4
TR2
11 MT5
3 N0C502
TB1140 III-44
♦ Table of Connections ♦
1 R1 ↔ J1 8 6 SS1T ↔ MT5 11
1 R2 ↔ J4 8 7 SS21 ↔ pra3 10
1 R3 ↔ J2 8 7 SS22 ↔ prb3 10
1 R4 ↔ J3 8 7 SS2P ↔ MP4 11
1 RP ↔ MP6 11 7 SS2T ↔ MT4 11
1 RT ↔ MT6 11 8 J8 ↔ pb3 10
2 L1 ↔ J7 8 8 J7 ↔ pa3 10
2 L2 ↔ J5 8 8 J6 ↔ pb5 10
2 L3 ↔ J8 8 8 J1 ↔ pa7 10
2 L4 ↔ J6 8 8 J2 ↔ pb7 10
2 LP ↔ MP7 11 8 J3 ↔ pa4 10
2 LT ↔ MT7 11 8 J5 ↔ pa5 10
3 TR1 ↔ pa6 10 9 BSA ↔ pb8 10
3 TR2 ↔ pb6 10 10 pa4 ↔ pa8 10
3 TR3 ↔ pa1 10 10 pa5 ↔ pa9 10
3 TR4 ↔ pb1 10 10 pb5 ↔ pb9 10
3 TRP ↔ MP2 11 10 pc1 ↔ pb9 10
3 TRT ↔ MT2 11 10 pc2 ↔ pb8 10
4 BS1 ↔ pra1 10 10 pc3 ↔ pa3 10
4 BS2 ↔ prb1 10 10 pc3 ↔ pb3 10
4 BSP ↔ TRP 3
4 BST ↔ TRT 3
5 BL1 ↔ prb2 10 1. Right Pilot Valve
5 BL2 ↔ pra2 10 2. Left Pilot Valve
5 BLP ↔ MP3 11 3. Pilot Valve (Travel)
4. Pilot Valve (Swing)
5 BLT ↔ MT3 11 5. Pilot Valve (Dozer Blade)
6 SS11 ↔ pa2 10 6. 1st Auxiliary Solenoid
6 SS12 ↔ pb2 10 7. 2nd Auxiliary Solenoid
8. Joint
6 SS1P ↔ MP5 11 9. Shockless Valve (Boom)
10. Control Valve
11. Manifold
III-45 TB1140
Lever Stand R
5
6
1
3
2
4
N0C503
1. Control Box R 3. Bracket 5. Plate

2. Bracket 4. Plate 6. Pilot Valve
Lever Stand L
5
B
9 2
4 6 10
VIEW B SECTION A-A B
12
DETAIL C
11 1
A
7
3
A
8 C
N0C504E
1. Control Box L 5. Plate 9. Spring

2. Bracket 6. Guide 10. Gas Spring
3. Lever 7. Bracket 11. Pilot Valve
4. Shaft 8. Plate 12. Limit Switch
TB1140 III-46
Dozer Blade Lever
1
4
5
N0C505
1. Lever
2. Bracket
3. Pilot Valve
4. Rotary Switch
5. Pilot Lamp
III-47 TB1140
Removing the Lever Stand 5 6

1. Disconnect the battery ground cable from the [-]
terminal of the battery.
2. Remove the cab.

“Removing the Cab”
3 2
3. Disassemble control box R.
a. Remove the cover, then disconnect the hy- 4
draulic hoses (1) from the pilot valve (dozer 1
blade) (2). Next, disconnect the bracket (3)
from the lever stand. N0C506
b. Remove the screw, then remove cover (4).

c. Remove the cap screw, disconnect the electri-
5
cal wiring the armrest (5), then remove the
armrest. 7
d. Remove the cap screw, disconnect the electri-
cal wiring from the cluster gauge (6), then
8
remove the cluster gauge.
e. Remove the cap screw, disconnect the electri-
cal wiring from the panel cover (7), then re- 9 6
move the panel cover.
f. Disconnect the hydraulic hoses (8) from the
pilot valve.
g. Disconnect the electrical wiring (9) from floor
plate. L3C506
4. Disassemble control box L. 12

a. Remove the spring pin, then remove the lever
(10).
b. Remove the cap screw, then remove cover
(11). 13 14
c. Remove the cap screw, then remove the arm-
rest (12).
d. Remove the screw, remove the panel (13) and
cover (14), then disconnect wires (15) and (16) 10
and the electrical wiring from the panel (13).
e. Disconnect the hydraulic hoses (17) from the
pilot valve. 11
f. Disconnect the electrical wiring (18) from L3C507
floor plate.
5. Disconnect the installation bolts, then hoist the

lever stand.
16
Installing the Lever Stand 15
reverse order. 17
18
L3C508
TB1140 III-48
Removing the Travel, Auxiliary and Swing
Levers
1. Remove the installation bolts, then remove lever 1
brackets (1) from the floor plate.
2. Disconnect the electrical wiring from travel le-

ver.
3. Disconnect the hydraulic hoses from the pilot 3 2

valves (2) and (3).
Installing the Travel, Auxiliary and Swing

Levers L3C509

reverse order.
III-49 TB1140
TB1140 III-50
ATTACHMENTS MACHINE CONFIGURATION
ATTACHMENTS
CONSTRUCTION
11
8 9
2 12
4
1 10
13
N0C600
1. Bucket 8. Boom
2. Bucket Link 9. Boom Cylinder
3. Guide Link R 10. Swing Bracket
4. Guide Link L 11. Swing Cylinder
5. Bucket Cylinder 12. Dozer Blade Cylinder
6. Arm 13. Dozer Blade
7. Arm Cylinder
III-51 TB1140
MACHINE CONFIGURATION ATTACHMENTS
General Cautions
• When disconnecting hydraulic hoses, be sure to Air Bleeding Operation
bleed off any residual pressure in the hoses and in 1. Start the engine and let it idle for about 5 minutes.
the Hydraulic Tank. 2. With the engine running at slow speed, extend
• Plug openings which are opened up when piping is and retract the cylinders 4 or 5 times.
disconnected to prevent dust and mud, etc. from • Move the piston rods to a position 100 mm
getting in. before the end of the stroke, taking care not to
• During assembly, be sure to adjust all the parts with allow any relief whatsoever.
shims so that there will be no looseness in the 3. Perform the operation in (2) with the engine at top
mounts. speed, then with the engine at slow speed, move
• When aligning pin hole positions, absolutely do the piston rods to the stroke end, allowing relief.
not insert a finger in any pin holes.
• When all the hydraulic equipment such as hydrau-
lic cylinders and piping have been removed and the
hydraulic cylinders are being operated for the first
time after reassembly, be sure the bleed the air out
of the hydraulic circuits by the following proce-
dure.
• Keep the clearance at the pin connecting section to 0.5~1.0mm C4C601
0.5 mm or less by using the shim.
• When fastening the lock bolt with double nuts,
maintain a clearance between the nuts and the
bushing of 0.5~1.0 mm when tightening the double
nuts.
Removing the Bucket

1
• Move the back side of the bucket so that it is down,
then lower it fully to the ground.
2 3
1. Take out the lock bolt (1) and remove the pin (2).
1
2. Take out the lock bolt (1) and remove the pin (3).
3. Remove the bucket.

Standard Bucket: 305 kg
G4C601
Installing the Bucket A B

order.
• Position the O-ring at the “A” position on the outer
perimeter of the bucket bush before mounting the
bucket. Upon completion of the mounting, move
the O-ring to the prescribed “B” position.
C4C603
TB1140 III-52
Removing the Link
• Fully retract the bucket cylinder and lower the
front end of the arm to the ground. 1
3
1. Push out the pin (3) on the rod side and remove the
bucket link (4).
4
a. Guide links (6) ... Be careful not to drop
b. Cylinder (1) ........ Set on a tie
c. Bucket link (4) ... Attach and tighten hoisting
cable
6
2. Push out the link installation pin (5), then remove
the guide links (6).
5 N0C604
Installing the Link

order.
Removing the Arm

1. Disconnect the hydraulic hoses (1) from the bucket
6 5
8
cylinder (2). Next, disconnect hydraulic hoses 1
from the auxiliary ports (3). 4
2. Suspend the bucket cylinder (2) temporarily, take 2

out the pin (4) and remove the bucket cylinder.
Bucket Cylinder: 96 kg
3. Place pillow blocks under the arm cylinder (5),

7
then take out the pin (6).
9
4. Take out the split pin and remove the castle nut 3 N0C605
(7).
5. Suspend the arm (8) temporarily, take out the pin

(9) and remove the arm.
Arm: 265 kg
Installing the Arm

order.
III-53 TB1140
Removing the Boom

• Lower the front end of the boom so that it is in full
4
contact with the ground. 1
3 2
1. Disconnect the hydraulic hoses (1) and grease 13
hose (2) from the arm cylinder (3).
2. Push out the pin (4) on the head side hoist the arm
cylinder (3).
• Attach and tighten the hoisting cable to the
cylinder beforehand.
Arm Cylinder: 140 kg
3. Remove the boom cylinders. N0C606
a. Disconnect the hydraulic hose (5) from the

boom cylinders R (6) and L (7).
b. Remove the covers (8, 9) and plates (10) from 10
the boom cylinders R (6) and L (7).
• When re-assembling, be sure to apply 11
threadlocker to the installation bolts on the 6
plates (10).
c. Suspend the boom cylinder R (6) temporarily.
d. Push in the pin (11) to disconnect the rod side 7
of the cylinder, and lower it to the ground. 8
• Be sure to push in the pin (11) up to the point 5 9
where the rod is disconnected. 10
e. Suspend the boom cylinder L (7) temporarily,
pull out the pin (11), and lower the rod side of 5 N0C607
the cylinder to the ground.

f. Remove the spiral tube from the head pin (12).
g. Suspend the boom cylinder R (6) temporarily,
disconnect the head side from the head pin 14
(12), and lift up the cylinder.
Boom Cylinder: 106 kg
15
h. Suspend the boom cylinder L (7) temporarily, 16
pull out the head pin (12), and lift up the
cylinder in the same way as the step g above.
6
4. Disconnect the boom light wiring (13). 7
5. Disconnect the hydraulic hoses (14) from the 12

pipes. N0C608
6. Push out the boom foot pin (15) and hoist the
boom (16).
• Attach and tighten the hoisting cable to the
boom beforehand.
Boom: 604 kg
TB1140 III-54
Installing the Boom
order.
Removing the Swing Bracket

1. Remove the cover (1) and clamp (2) from the
3
swing bracket (3). 1
2. Remove the plate (4), push out pin (5), and 5

remove the swing cylinder.
2
3. Remove the plates (6).
4. Attach and tighten the hoisting cable to the swing

bracket (3), push out pins (7) and (8), then hoist
the swing bracket (3).
• Be careful not to damage the hoses. 4 N0C609
Swing Bracket: 480 kg
Installing the Swing Bracket

3
Follow the same procedure as for removal in the 7
reverse order.
N0C610
Removing the Dozer Blade

4
• Lower the dozer blade fully to the ground.
2
1. Disconnect hydraulic hoses (1) from dozer blade
cylinder R and L.
2. Attach and tighten the hoisting cable to dozer

blade cylinder R (2), push out pins (3) and (4),
then hoist dozer blade cylinder R (2). Next, re-
6
move dozer blade cylinder L in the same way.
Dozer Blade Cylinder: 60 kg 1
3 5
N0C611
III-55 TB1140
3. Attach and tighten the hoisting cable to the dozer

(5), push out pin (6) and hoist the dozer blade.
Dozer Blade: 552 kg
Installing the Dozer Blade

order.
TB1140 III-56
INSPECTION AND ADJUSTMENT
Adjusting the Clearance Between the Bucket

and Arm
WARNING
• Before performing maintenance or repairs un-
der the machine, set all working equipment
against the ground or in the lowermost posi-
tion.
• To prevent unexpected movement, securely
block the working equipment when adjusting.
The machine is equipped with a bucket gap adjust-

ment mechanism. If the gap between the boss at the
arm’s tip and the bucket becomes large, use the
procedure described below to adjust.
1. Ground the bucket as shown on the diagram

above in a stable position.
2. Slew a very little to the left and gently press the

arm (1) against the left side of the bucket (the side
without the gap adjustment mechanism).
3. Raise the safety lock lever and stop the engine.
4. Slightly loosen the 3 bolts (2) (using a 22 mm N0C612
(0.87 in) wrench) and remove the shims (4) from

“gap c” between the blade (3) and bucket. The
shims (4) are in two parts and can be removed 5
easily when the bolts are slightly loosened by
d 4
6
sticking a screwdriver in the seam between the
left and right shims. 3
5. Slide the O-ring (5) to bring the gap (a) into view.
6. Press the head of the bolts (2) with a finger to

eliminate gap (a). This increases gap (b). Insert
2
the shims removed above into gap (b), using as 5 a
many shims as can be inserted easily.
1 b c
N0C613
7. Set the remaining shims back in gap (c), then

tighten the bolts.
Bolts: 140 N·m
This completes the adjustment.
Supplement: The proper total number of shims for

gaps (b) and (c) is 6 × 2 = 12. If you forget to set the 4 4
shims remaining in step 7 above back in gap (c), the
tip of bolts (2) will extend past the boss (6). This may
damage the boss at the arm’s tip or cause the bolt to
break. If the end face of boss (6) wears and the width
of the groove (d) for the O-ring reaches 5 mm (0.2 in),
replace boss (6) with a new one.
N0C614
III-57 TB1140
TB1140 III-58
HYDRAULIC SYSTEM MACHINE CONFIGURATION
HYDRAULIC SYSTEM
HYDRAULIC CIRCUIT DIAGRAM
N0C700
III-59 TB1140
MACHINE CONFIGURATION HYDRAULIC SYSTEM
TB1140 III-60
CONSTRUCTION
Hydraulic Tank
3
a
11
18 8 7
15
13 6
16 19 14
11 5
10
22
B
1
20
X
a
12
4
B
11 B X 17
21
2
9
N0C701
B: 97.0 ±4.9 N·m
1. Tank 12. Plug

2. Suction Pipe 13. Plug
3. Cover 14. O-ring
4. Suction Filter 15. Adapter
5. Return Filter 16. Elbow
6. Check Valve 17. Elbow
7. Spring 18. Tee
8. Air Breather 19. Cover
9. Check Valve 20. Bracket
10. Sight Gauge 21. Check Valve
11. O-ring 22. Plate
III-61 TB1140
Function
1. This tank stores the quantity of hydraulic oil
necessary to operate the cylinders and hydraulic
motors.
2. It keeps air, moisture and dirt out of the hydraulic

oil.
3. It dissipates heat and lowers the oil temperature.
4. Volume of Hydraulic Oil.

Check the oil level with the arm cylinder and
bucket cylinder both fully retracted and with the
bucket and dozer blade both lowered to the ground.
Reference
If the amount of hydraulic oil is insufficient, the
disturbances in the flow of oil can not be calmed, and
this will result in air bubbles getting in the hydraulic
oil. If these bubbles are sucked into the hydraulic
pumps, they could cause cavitation. Heat dissipation
time would also become shorter and would result in a
rise in the oil temperature.
If more than the specified amount of hydraulic oil is
supplied, the amount of air in the tank will become
small and changes in the oil level could cause the
pressure fluctuation in the tank to become severe.
TB1140 III-62
Removing the Hydraulic Tank 2

battery.
2. Remove the covers around the tank.

3. Drain the oil from the tank.

a. Bleed the air from air bleeder (1).
b. Loosen the drain plug (2) and drain out the oil.
• Tank level capacity: 95 L
N0C702
4. Remove the plate (3) and the bracket (4).

3 1
5. Remove the four installation bolts to take out the
oil filter (5) and line filter (6) together with the
bracket (7).
4
6. Disconnect the feed pump wire (8) from the tank.
12 14
7. Remove the feed pump (9) and the water separa-
tor (10) from the tank.
8. Disconnect the drain hoses (12) from the hydrau-

lic tank.
N0C703
9. Disconnect the suction hoses (13) from the hy-

draulic tank.
5 6 1
10. Disconnect the return hose (14) from the hydrau-
lic tank.
7
11. Take off the fixing bolts (15), and suspend the
tank and remove it. 15 9
Bolt: 97.0 ±4.9 N·m 8
Tank: 93 kg 14
10
Installing the Hydraulic Tank 13 N0C704

reverse order.
III-63 TB1140
Filling with Hydraulic Oil

1. Fill the tank with the specified amount of hydrau-
lic oil through the filler inlet.
2. Bleed the air.

“Bleeding the Air”
3. Run the engine for 2~3 minutes at low speed.
4. Retract the arm and bucket cylinders fully, lower

the boom and lower the bucket to the ground.
5. Lower the dozer blade to the ground.
6. Check if the oil level is proper using a level gauge.
Bleeding the Air

IMPORTANT: After replacing the hydraulic oil,
bleed the air from the hydraulic circuit and hy-
draulic devices. Failure to do so may damage the
hydraulic devices.
Hydraulic Pump
1. Open the engine hood.
2. Remove the drain plug (1) from the hydraulic

pump. 1
3. Once hydraulic oil overflows from the hole of

plug (1), Tighten the plug (1).
Emergency Shut-off Valve

1. Start the engine and run it at low idle.
N0C705
2. Fully lower the safety lock lever to disengage the

lock.
Right side Left side
Boom
3. Loosen the plugs (A) slowly.
4. Move the right operating lever slowly and a little

to front and rear until air bubbles stop appearing.
5. Tighten the plugs (A).
A A
N0C706E
TB1140 III-64
Arm
3. Loosen the hose (B) slowly.
B
4. Move the left operating lever slowly and a little to
front and rear until air bubbles stop appearing.
5. Tighten the hose (B).
N0C707
Slew Motor and Cylinders

1. Start the engine and run it at low idle for 10
minutes.
2. Set the engine to a low idle, then extend and

contract all the cylinders 4 or 5 times, without
going to the stroke end.
3. Slew slowly left and right several times.
4. Run the engine at high speed, then extend and

contract all the cylinders 4 or 5 times, without
going to the stroke end.
5. Slew left and right several times.
6. Set the engine back to a low idle, then extend and

contract all the cylinders 4 or 5 times to the stroke
ends.
III-65 TB1140
TB1140 III-66
ELECTRICAL SYSTEM MACHINE CONFIGURATION
ELECTRICAL SYSTEM
ELECTRICAL WIRING DIAGRAM
N0C800
III-67 TB1140
MACHINE CONFIGURATION ELECTRICAL SYSTEM
To Decel. Switch
To Maintenance Socket To Light Switch
To Wiper Switch
To Cigarette Lighter
To Fuse Box
To 3nd Auxiliary Hydraulic Warning Lamp
To 2nd Speed Travel Switch To Boom Light To Cluster Gauge
To Solenoid Valve (2-Section)
To Work Light
To 3nd Auxiliary Proportional To Fuel Supply Pump
Control Solenoid To Side Light
To Horn
To 3nd Auxiliary
4 Foot Switch To Fuel Sender
To Throttle Controller
To Proportional
5 Controller
To Side Light 3
To Pressure
To 1st Auxiliary Proportional To 2nd Auxiliary Proportional Switch
Control Solenoid Control Solenoid
To Grip
To Coolant To Feed Pump
Level Sensor
To Water Separator
To Engine Harness
To Air Cleaner Clogging
Detector Sensor
To Battery Relay
To Heater Relay
To Fusible Link
6
To Pressure Switch PT
To Pressure Switch PA
2
To Proportional Control Solenoid To Main Body Harness
1. Wire Harness
2. Wire Harness
3. Wire Harness
4. Wire Harness
5. Hom
Proportional Controller
N0C801E 6. Controller Assembly
TB1140 III-68
To Coolant Level Sensor
To Water Temperature Switch

To QHS Water Temperature Sensor
To Water Temperature Sensor
To Glow Plug
To Generator
To Oil Pressure Switch To Oil Pressure Switch
To Starter
N0C802E 1. Wire Harness
III-69 TB1140
TB1140 III-70
Control Box R
7 8 9 11
10
5
1
3
4
A 2 N0C810
A: Main body harness
B: Cluster gauge harness
1. Panel Cover
2. Cover
3. Cover
4. Panel Cover
5. Cluster Gauge
6. Starter Switch
7. Lamp Switch
8. Light Switch
9. Wiper Switch
10. Fuse Box
11. Omament
III-71 TB1140
Control Box L
1 2
N0C811
1. Panel Cover
2. Cover
TB1140 III-72
Battery
12
11
DETAIL OF PORTION A
10
A
C
D
DETAIL OF PORTION B 3 7
2
4
B
1
5
89 13
(7)
C: 12.3 ±0.8 N·m

N0C812E
D: 9.8 ±0.8 N·m
1. Clamp 8. Cable
2. Bracket 9. Cable
3. Cover 10. Cable
4. Sheet 11. Ground Cable
5. Battery 12. Terminal
6. Relay 13. Bracket
7. Heater Relay
III-73 TB1140
Radio
3
5
3 5
1
N0C813E
1. Cover L
2. Cover R
3. Bracket
4. Radio with Cassette Player
5. Speaker
6. Antenna
7. Cover
TB1140 III-74
Controller Assembly
2
5 4
9
10 8
3
N0C814
1. Bracket
2. Bracket
3. Bracket
4. QHS Controller
5. Relay
6. Throttle Controller
7. DC Fan
8. Resistor Assembly
9. Detector
10. Timer Unit
III-75 TB1140
TB1140 III-76
PROPORTIONAL CONTROL MACHINE CONFIGURATION
PROPORTIONAL CONTROL
The driving current flowing through the proportional control solenoid valve (4) is controlled by the proportional
control lever (2) of the left pilot valve (1) and the proportional controller (3), and the flow rate of the auxiliary piping
is changed by the proportional control solenoid valve (4) controlling the pilot pressure of the control valve
[auxiliary] (5).
A
2 1 4 B
7 P
6 NO C C NO
P T 5
A1
A
B
A2
3 1 2 6 4 5 9 10 7 8 131112
3
N0C820
By using the built-in current limiting circuit (PWM

control), the proportional controller (3) controls the
driving current of solenoids A and B of the propor-
Solenoid Driving Current
tional control solenoid valve (4) in response to the

proportional signals input by the tilted proportional
control lever (2), based on the driving current control
diagram.
Proportional Signal Input

N0C821E
The force to move the spools of solenoids A and B is 3 MPa

proportional to the driving current through the coil,
thus the secondary pressure from ports A1 and A2 that
SECONDARY PRESSURE
are proportional to the driving current can be output,

as shown in the figure. 2
0
0 400 700 mA
INPUT CURRENT (AVERAGE) N0C822E
III-77 TB1140
MACHINE CONFIGURATION PROPORTIONAL CONTROL
The secondary pressure from ports A1 and A2 enters

the pilot port of the control valve [auxiliary] (5) to
control the spool. Therefore, the desired flow rate of 5 A
the auxiliary piping can be achieved by operating the B
proportional control lever (2) at certain angles.
A1
A
B
A2
4 N0C823
When button (6) or (7) of the left pilot valve is pressed,

the maximum driving current can be output for the
proportional control solenoid valve (4), despite the
size of the signals input by the proportional control 2
lever (2). Pressing button (6) outputs the maximum
driving current for solenoid valve A. Pressing button
(7) outputs the maximum driving current for solenoid
valve A. At that time, the flow rate of the auxiliary 6 7
piping A or B becomes maximum.
T9C814
Inspection and Adjustment

Checking the Proportional Controller
The proportional controller (3) has a built-in fault
detection function, and thus shuts down the solenoid
driving current output by the proportional control
solenoid valve (4) when any of the events described
below is detected. The fault detection function is self-
retained until it is reset at power-up after the error has
been eliminated.
1. Sensor error
1A
1B
G
NE
OL
SE
The proportional signals are continuously moni-

P1
tored with respect to range. When the signal falls
outside the operating range due to a wire break or P2
the like, a sensor error is detected. If this occurs,
the “SE” LED on the controller lights up.
• Repair the wiring connected to the propor-
tional control lever (2), or replace the handle
3
assembly of the pilot valve. T9C815
TB1140 III-78
PROPORTIONAL CONTROL MACHINE CONFIGURATION
2. Neutral error
When the solenoid driving current output by the
proportional control solenoid valve (4) falls out-
side the neutral zone for a certain time (1 second)
after the power is turned on, a neutral error is
detected. If this occurs, the “NE” LED on the
1A
1B
G
controller lights up.
NE
OL
SE
• Remove any foreign matter from the propor-
tional control lever (2) and clean it, or replace P1
the handle assembly.
P2
T9C816
3. Overcurrent
When the driving current output by either sole-
noid valve A or B exceeds the limit due to a short
circuit or the like, an overcurrent error is detected.
If this occurs, the “OL” LED on the controller
1A
1B
G
lights up.
NE
OL
SE
• Repair the wiring between the controller and
the proportional control solenoid valve A or B. P1
P2
Adjusting the Proportional Controller T9C817
Although the adjusting trimmer is set for the maxi-

mum flow rate at the factory, the driving current for
the proportional control solenoid valve (4) can be
reduced by using the trimmer. Therefore, the flow rate
can be controlled and the inching of the auxiliary
piping A and B can be improved by dropping the pilot
1A
1B
G
NE
OL
SE
pressure of the control valve (auxiliary) (5).
1. Turn the starter switch on (ACC), and release the P1
lever lock condition. P2
2. While checking the driving current of the propor-

tional control solenoid valve (4) with the voltage
of current monitor terminals G-1A and G-1B,
turn trimmers P1 and P2 anticlockwise to reduce T9C818
the driving current.

• The driving current (maximum flow rate) is set
to 0.62 A at the factory.
• The relation between the voltage of the current
monitor terminal and the driving current is 1 V
= 1 A, where the voltage value and current
value are equal.
• The secondary pressure (pilot pressure) of the
proportional control solenoid valve (4) drops
by approximately 0.6 MPa per 0.1 A.
Monitor terminal Trimmer
Auxiliary piping A G-1A P1
Auxiliary piping B G-1B P2
III-79 TB1140
MACHINE CONFIGURATION PROPORTIONAL CONTROL
TB1140 III-80
AIR CONDITIONER SYSTEM MACHINE CONFIGURATION
AIR CONDITIONER SYSTEM
Air Conditioner Assembly
N0C900
1. Compressor Assembly
2. Condenser Assembly
3. Unit Assembly
III-81 TB1140
MACHINE CONFIGURATION AIR CONDITIONER SYSTEM
Compressor Assembly
2
1
3
6
7
7
6
8 mm
1mm
6
1A
N0C901
A: Allow a clearance.
1. Bracket
2. Shaft
3. Collar
4. Refrigerant
5. Compressor
6. Pulley
7. Belt
TB1140 III-82
Condenser Assembly
3
2
1 2
7 4
5
8
N0C902
1. Bracket
2. Bracket
3. Collar
4. Condenser
5. Receiver-Dryer
6. Hose
7. Hose
8. Hose
III-83 TB1140
Unit Assembly 1/2
3 2
12 7
13 4
14 1
16 17
5 8
15
12
13
9 11
10
18
N0C903
1. Box 10. Cable

2. Damper 11. Cable
3. Plate 12. Heater Hose
4. Filter 13. Hose
5. Filter 14. Hose
6. Bracket 15. Hose
7. Bracket 16. Accumulator
8. Cover 17. Bracket
9. Panel 18. Hose
TB1140 III-84
Unit Assembly 2/2
5
4
1
3
2
2
6
N0C904
1. Duct Hose
2. Duct Hose
3. Louver
4. Louver
5. Louver
6. Air Conditioner Unit
III-85 TB1140
TB1140 III-86
Overview of System Operation
• Truck and Heavy Equipment Systems
Click on any of these
subject headings to go • Air Conditioner-System Operation
directly to the page • Heater System Operation
• Environmental Effects on System Operation
• Chapter Review
Truck and Heavy Equipment Systems

A variety of HVAC systems are in use today, some old and some new. There are:
• Vehicle manufacturer installed systems
• Owner specified systems
• Add-on systems
• Retrofit systems
The system components come in different colors, shapes, and sizes. They may be
mounted in or on the cab in varied locations. Owners or fleet maintenance people can
modify systems by adding controls, auxiliary units or ducts. Major components are
sometimes replaced due to damage or failure. All systems were, at least originally,
designed and installed to meet the needs of an operator. Figure 2-1 includes
illustrations of various AC and Heater systems. They illustrate system advantages
and disadvantages explained in the paragraphs that follow.
The HVAC system includes both heater and air conditioner components, usually
a common control, and air ducts. The system cools the cab by removing heat energy.
It removes moisture from damp air in the cab and adds fresh outside air to the cab.
In this way, the operator can work comfortably in all kinds of weather.
A sleeper unit, built in or added on, increases the air volumes in the cab. The air
conditioner or heater must circulate and cool or heat a larger amount of air. This is
accomplished by routing ducts and controls to the sleeper compartment as part of
system design. Components may be increased in size to handle the larger cab air
volume. A bigger heater core, air conditioning evaporator coil, condenser, blower or
fan may be included. Often, on long haul trucks, auxiliary air conditioning and heater
components and controls are added. The objective remains the same, to move heat
energy and maintain occupant comfort.
III-87 TB1140
System Operation
Figure 2-1
These illustrations show a
basic heater, HVAC system,
the combo system with
sleeper unit, add on AC roof
top and in cab units, roof
mounted condenser and
auxiliary units.
By law, all trucks have a heater/defroster as part of the standard equipment. When there
is a reason to add air conditioning, there are options to meet different needs. The available
space in the cab, operating environment, and owner preference can all play a part in the
type of AC unit selected. You will probably encounter roof-mounted and in-cab add on
systems, and even systems where the condenser is mounted on the roof and the
evaporator is attached to the back panel or mounted under the dash. In cooler climates
you may come across a cab with two heaters, the original and an auxiliary unit.
Air Conditioner—System Operation

We have described the movement of heat energy and basic HVAC system function in
Chapter 1. Now we will go into some detail on how an air conditioner operates. The
system is sealed to keep out air and moisture. To operate properly, the inside of the system
contains a measured amount of refrigerant and special refrigerant oil that keeps the
system lubricated. Figure 2-2 is an illustration of system components without the cab
outline, in-cab controls, component housing, and air ducts or vents. Please study it for
a moment. Note the information printed next to each component. Remember that the
components may be positioned and attached to the truck in various locations.
TB1140 III-88
The following AC components are discussed in detail in this section:

1. Compressor/Clutch Assembly
2. Condenser
3. Receiver-Drier
4. Expansion Valve
5. Evaporator Coil
Figure 2-2
Air Conditioner components
are connected together to
illustrate system operation.
The components shown are
not to scale. The refrigerant
and refrigerant oil are clear
in color and not visible in
this drawing. The small
arrows inside the compo-
nents and connecting hoses
show the direction of
refrigerant flow (refrigerant
circuit).
1. Compressor/Clutch Assembly
The compressor/clutch assembly is the heart of the system. When the clutch is
engaged, the compressor pumps refrigerant and oil around the system. It raises the
temperature and pressure of the refrigerant gas, and forces it to the condenser where
it changes state and becomes a liquid. The compressor also sucks the vaporized
refrigerant out of the evaporator and back inside itself in the form of gas. One way
valves inside the compressor separate the compressed gas (high pressure) side of the
system from the suction (low pressure) side. Figure 2-3 shows a cutaway view of a
compressor with the high and low pressure sides noted.
III-89 TB1140
System Operation
Figure 2-3
The compressor inlet is low
pressure and the outlet is
high pressure. The reed
valves are one way. They
open to allow refrigerant gas
to enter the compressor on
the down stroke and exit on
the upstroke. Note the open
valves in the illustrations.
The clutch is mounted on the shaft of the compressor and is engaged by electromagnetic
action. Part of the clutch assembly is an electromagnetic wire coil. The coil is energized
through a thermostat that senses the temperature in the evaporator coil. If the evaporator
is too warm the electrical contacts close and allows power to flow to the clutch. The
compressor shaft is engaged and moves the refrigerant around inside the system. Figure
2-4 is a cutaway view of the clutch mounted on the compressor.
Figure 2-4
The clutch shown here has
its electromagnetic coil
mounted on the compressor
body. When the coil is
energized, magnetic force
pulls the clutch drive plate
into the pulley. This action
locks the pulley to the
compressor drive shaft and
drives the compressor.
2. Condenser
The refrigerant gas leaves the compressor and moves through a high pressure hose to the
condenser. Inside the condenser the gas “changes state” and becomes a liquid. It is still
hot and under pressure. Remember in Chapter 1 when we talked about water at 212
degrees Fahrenheit? Heat energy was involved in the “change of state,” but the
temperature did not change. The same kind of action happens inside the AC system. The
refrigerant gas gives up a lot of heat energy to the outside air as it “changes state” in the
condenser. Figure 2-5 illustrates a condenser. Air moving through the condenser absorbs
heat from the refrigerant. The amount of air flow through the condenser is the major
factor in how well the condenser functions.
TB1140 III-90
Figure 2-5
As the refrigerant gas moves
through the tubing coil from
top to bottom, it condenses
(changes state) into a liquid.
For ease of installation,
condenser fittings are often
routed close together.
3. Receiver-Drier
The liquid refrigerant continues to move inside the system, out of the condenser through
a tube or hose to the receiver-drier. The receiver-drier serves as a small storage tank and
filter for the refrigerant. It is also a good location to mount pressure switches and often
contains a sight glass (small window) used to view activity inside the system. The
receiver-drier, Figure 2-6, also separates gas (bubbles) from the liquid with a pick-up
tube as shown in this illustration. Some receiver-driers have a spring to preload the
desiccant pack.
Figure 2-6
This cutaway view of a
receiver-drier shows the
filter elements, inlet, outlet
and refrigerant path. The
sight glass is a small
window into the system used
in diagnosis and when
adding refrigerant (charging
the system).
III-91 TB1140
System Operation
4. Expansion Valve (Refrigerant Metering Device)

When refrigerant moves from the receiver-drier, it travels through another high pressure
hose to a metering device at the inlet of the evaporator coil. The metering device can be
an expansion valve, an expansion tube or a combination (multiple function) valve.
Between the compressor and this point inside the system, the pressure is high and can
range from 150 to 250 pounds per square inch. The expansion valve (TXV) is closely
connected to the evaporator. A diaphragm opens the valve by exerting pressure on the
spring. Pressure comes from gas inside the diaphragm housing on top of the valve and
in the sealed sensing bulb. The sensing tube is located in the outlet of the evaporator and
picks up heat from warm refrigerant leaving the evaporator. The gas in the valve
diaphragm housing and sensing tube expands when it gets warmer and forces the
expansion valve open at the metering orifice.
Figure 2-7
This block type expansion
valve cutaway view will
give you a better idea how
these valves work. Spring
pressure holds the valve
closed.
5. Evaporator Coil
The expansion valve or other type of metering device bleeds high pressure refrigerant
into the evaporator coil, where the pressure is low. The refrigerant expands rapidly in this
low pressure environment. When it expands it “changes state”. The sudden drop in
pressure brings the refrigerant temperature down quickly inside the evaporator coil.
Figure 2-8 shows an evaporator coil and thermostat. Refrigerant is sprayed into the
evaporator by the high side pressure when the expansion valve opens. The refrigerant
absorbs heat from the air when the blower forces the air through the fins. When the
thermostat probe senses the upper limit of the thermostat heat setting, a circuit closes.
The compressor clutch engages and the compressor operates and moves more refrigerant
to the high side of the system.
TB1140 III-92
Figure 2-8
The evaporator coil as
shown is of fin and tube
construction. The thermostat
probe is positioned in
between the evaporator fins
and senses the temperature.
Note: Moisture in the air (humidity) condenses on the fins of the

evaporator as water droplets which drain out of the evaporator
through a drain hose. This action dehumidifies the air in the cab
as part of system operation, and contributes to operator comfort.
Cab air forced across the evaporator coil gives up heat energy to the cold
refrigerant inside the coil. The cooled air circulates in the cab for occupant
comfort. Refrigerant continues to expand and absorb heat energy in the
evaporator coil. Refrigerant changes from liquid to gas before it leaves the
evaporator on the way back to the compressor. The refrigerant gas moves to the
compressor through a low pressure (suction) hose. When the compressor is
operating, it sucks the refrigerant gas back inside, compressing and raising its
temperature and pressure.
Some of AC system operation is controlled by the operator, and some is automatic.
The operator can turn the system on and off, regulate the air velocity with the blower
control, and in some designs adjust the thermostat control. The system and compo-
nent operating range settings automatically cycle the clutch on and off. The operation
of the expansion valve or other refrigerant metering device at the inlet to the
evaporator is automatic.
Individual system features may differ, but the basic system function remains the
same. Variations in components and controls are described in Chapters 4 and 5. The
engine provides the power for both air conditioner and heater operation. It drives the
AC compressor and the cooling system water pump. Engine RPM affects the
efficiency of both the heater and air conditioner. The slower the engine RPM, the less
capacity a heater or AC system will have.
WARNING When an AC system is operating, the high pressure side

components, fittings and high pressure lines or hoses can be
hot enough to burn your skin if you touch them. This includes
the compressor, clutch, hoses, condenser, receiver-drier, and
any control devices or metal tubing. The low pressure side
will be cool to the touch. In operation the AC system is under
load and high side pressures normally range between 150 and
250 pounds per square inch for R-12 and higher for some
other refrigerants.
III-93 TB1140
System Operation
Heater System Operation

Heater and air conditioner systems both have the same basic function of moving heat.
They take advantage of nature’s laws where heat energy always moves from a
warmer to a cooler area. In a heater system there is no “change of state” involved in
system operation. The system is sealed and operates under pressure, but the pressure
is low when compared to an air conditioner.
A heater system uses the engine coolant to carry excess heat energy to the cab air.
The heart of the system is the water pump. The water pump forces hot coolant through
a hose from the engine block and through the heater core. The coolant is returned to
the engine cooling system either at the suction side of the water pump or to the
radiator.
A control cable, attached to a water valve between the water pump and the heater
inlet, is used to control the flow of coolant to the heater. The heater fan or blower
forces cab air through the heater core where heat energy moves from the engine
coolant to the air in the cab. Figure 2-9 illustrates the main heater system compo-
nents. In-cab controls, component housing and air vents are not shown.
The following heater components are discussed in detail in this section:
1. Heater Core
2. Water Valves
3. Defrosters and Ducts
4. Blowers and Fans
Figure 2-9
This view of a heater system
shows the main components
and how they are connected.
Additional heater controls, ducts, air vents, blend-air doors, temperature regulating
devices and auxiliary heaters may be installed as part of a heater system. These may
be air, vacuum, electrical or mechanically operated.
TB1140 III-94
Environmental Effects
1. Heater Core
Heater cores are like small radiators. The fin and tube construction is designed
to route coolant flow for the best possible heat energy transfer from coolant to
cab air. Hoses from and to the engine are connected to the core with clamps. The
core outlet may be larger or the same size as the inlet.
2. Water Valves
Water valves may be cable, vacuum or air controlled. The valve can be either
open, closed or set part way open. Some valves have a bypass design to return
coolant to the engine. Most are manually controlled although electronic
systems are now being installed.
3. Defrosters and Ducts

Defrosting is accomplished by directing heated dry air through ducts to the
windshield. The heater system serves the dual purpose of defrosting and
heating. Controls are used to route the air flow to the windshield and occupant
areas by opening and closing duct doors. Controls may be manual, air or
vacuum.
Many vehicles use a “defrost interlock” system which utilizes the air
conditioner to dry the defrost air and clear the cab windows more quickly.
4. Blowers and Fans

Blowers or fans are used in the system to move cab air through the heater core
and evaporator. Air can be pushed or pulled through the core depending on
system design. Blower or fan speed is usually selected by the operator.
Environmental Effects on System Operation

The environment outside the cab involves more than the weather. It may be hot and
humid or cold and dry. That is only part of the condition the HVAC system must
handle to maintain an ideal comfort range. A truck can be at idle, in traffic or moving
along for hours on the Interstate at 65 M.P.H. The load condition on a trip can include
going out full, coming home empty, or driving across the Rockies or Kansas plains
during the day or night. The truck color and shape, the windows and angle of the sun
are all variables that can increase or decrease the “load” on the system. The following
are a few examples of environmental effect:
• A black cab-over (COE) with a dark color interior will be more
difficult to cool than the same vehicle with white paint and a light
colored interior. The black cab picks up and holds the radiant heat
from the sun more easily than the white one.
• In Florida or Houston the humidity in mid summer can be very high
with the temperature in the high 90’s or low 100’s. The AC unit must
remove a lot of moisture from the air in the cab as the air moves
through the evaporator fins. The more moisture on the fins, the less
effective the transfer of heat is to the refrigerant inside the evaporator
coil.
III-95 TB1140
System Operation
• On a cold day the temperature can drop below zero. The engine may
run cooler so the engine coolant is cooler when it circulates through
the heater. The heat in the cab moves out of the cab faster (remember
heat always moves to a cooler area until both are the same tempera-
ture—nature’s law). To maintain cab comfort you have to increase the
flow of coolant through the heater, increase coolant temperature, and/
or move more air through the heater core.
• On a hot day, an off-road vehicle experiences cooling at a slower rate
than an on-road vehicle. This is a result of high sun-load, large window
area and often less insulation.
It is important for you to keep environmental effects in mind when you are servicing
or diagnosing heater or air conditioner systems. If you work in Denver the altitude will
affect system function and pressure. In Houston the heat and humidity may lower heat
transfer to the air at the condenser and increase system operating pressures.
Chapter Review
• HVAC systems range from simple cab heaters to multi-function
combination systems. The multi-function system can heat and cool
the cab and sleeper unit, and have separate auxiliary components and
controls for driver and passenger comfort.
• Both heater (engine) coolant and air conditioner refrigerant circulate
inside sealed, pressurized systems. The normal air conditioner oper-
ating pressure ranges from 150 to 250 pounds per square inch,
sometimes higher with a different refrigerant.
• Air conditioners have a high and a low pressure side within the system.
The compressor is the starting point of the high side. Pressure drops
at the expansion valve opening to the evaporator.
• The basic components of an AC system are the compressorclutch
assembly, high pressure lines, condenser, receiver-drier, expansion
valve, evaporator, thermostat, blower assembly, and suction lines.
There may be other controls installed for more complex systems.
• The basic components of a heater system are the inlet and outlet hoses,
a water valve and valve control, heater core and fan or blower
assembly. There may be other controls for more complex systems.
• An air conditioner system uses the “change of state” of refrigerant
inside the system to move heat from the cab air to the outside air.
Refrigerant changes from a gas to a liquid in the condenser, and back
to a gas in the evaporator.
• A heater system uses the heat from the engine, carried to the heater
core by the action of the water pump, to warm the air in the cab. There
is no change of state within the heater system.
• Environmental conditions affect how both heaters and air condition-
ers work. Weather, driving conditions, color of the vehicle are factors.
All contribute to heat gain or loss inside a cab and how much heat
energy must be moved to maintain occupant comfort.
TB1140 III-96
Inspection and Maintenance-
without gauges
Click on any of these • Discussion of Inspection & Maintenance Survey Results
subject headings to go
directly to the page • Visual Inspection - System Off
• Electrical System Inspection
• Performance Inspection - Engine Running
• Heater System Inspection
• Preventive Maintenance Worksheet
• Chapter Review
Discussion of Inspection & Maintenance Survey Results

There are three reasons for regular inspection and maintenance procedures:
1. They save money in the long run by reducing down time and often
prevent more costly repairs.
2. They help to insure driver comfort and safety.
3. They add to your store of knowledge about these systems and maintain
your level of efficiency.
About half of all heavy duty vehicles have air conditioners. Surveys of AC system
owners find that over 30% of the systems are serviced every six months or less, and
another 62% are serviced at least once a year.
The survey also covered how often the different components required mainte-
nance. Figure 7.1 below shows survey finding percentages. Failure of any of the AC
components listed in the survey could cause a system to malfunction or stop cooling.
Figure 7-1 INSPECTION & MAINTENANCE SURVEY

This chart shows mainte-
nance frequency, lists key
parts and how often they
require maintenance.
Note: The above survey results may not apply to your situation. Actual
operating conditions for the vehicles you service will determine
or influence maintenance frequency and requirements.
The following inspection procedures should take about 15 to 20 minutes, longer
if corrective steps, part replacement or adding refrigerant is necessary. There is a
“Preventive Maintenance Worksheet” you may use at the end of this chapter,
Figure 7-9
III-97 TB1140
Inspection & Maintenance
Visual Inspection - System Off

Your observations and the corrective measures you take may be different depending
on circumstances. The following inspection procedures are explained in more detail
below:
1. Observe the System
2. Inspect Parts
3. Check Hoses and Fittings
4. Check for Refrigerant Leaks
Use the following procedures as a general rule in performing a visual inspection with
the AC system off:
1. Observe the System

Your first inspection step is to answer the following question if you can:
• Has the vehicle just come in off the road and has the HVAC system
been in use?
• Did the operator or work order explain or describe any problems
about the system?
• Did someone else work on the system yesterday, 700 miles down
the road? Your first inspection step is to answer these questions if
you can.
CAUTION Even when someone has told you what is wrong with an
HVAC system, you should perform a visual inspection.
Always make a visual inspection before you hook up the
manifold gauge set. Never add refrigerant to a system until
you have made a complete visual and performance inspec-
tion.
2. Inspect Parts
Look at the system for what might come loose, leak, wear out or become dirty
and not function the way it should. The main points for visual inspection of the
system are emphasized in Figure 7-2.
TB1140 III-98
Visual Inspection
Figure 7-2
This system illustration
notes the main points for
visual inspection.
A. Condenser – Is it free of leaves, bugs, bird feathers or mud? The condenser

must be relatively clean to work well as a heat exchanger. How you clean the
condenser depends on where it is mounted. The condenser fin comb, air hose
and nozzle, or soap and water may be used. Where possible, check condenser
mounting bolts or screws and tighten them if necessary.
Condenser failure often results from loose hoses. Hose movement will cause
fatigue failure of condenser tubing adjacent to the fittings. Make sure the hoses
are securely clamped.
While inspecting the condenser check the receiver-drier sight glass and
connections. Look to see if the sight glass has a moisture indicator that is
showing moisture in the system.
B. Components Under the Hood – Tip the cab or raise the hood. Look at the
compressor mounting bracket, compressor clutch assembly, drive belt and
pulley alignment. The mounting bracket, compressor, clutch and drive pulley
should be fastened securely, and a clutch groove (there may be two groves)
should be in line with the drive pulley. Tighten all bolts shown in Figure 7-3,
as you inspect.
Figure 7-3
Engine and compressor
vibration can work mounting
bolts loose. Tighten all
mounting bolts as you
inspect the system. Slots in
the mounting bracket are
used to move the compres-
sor clutch assembly in order
to adjust belt tension or
alignment.
III-99 TB1140
C. Drive Belt – The drive belt should be tight and in good condition. Use a belt
tension gauge to check tension (120 pounds maximum). With experience, you
can feel belt tension by twisting the belt. Try feeling belt tension after using the
gauge, when you know the tension is correct. Replace belts if they are frayed
or look worn.
If the clutch pulley/belt alignment is obviously off, you need to loosen the
compressor or mounting bracket, or both—and use the alignment bar to line up
the clutch pulley with the drive pulley. Tighten compressor mounting bolts
first, then the bolts holding the bracket. The mounting bracket should have slots
or other means of adjustment to allow you to adjust the tension of the drive belt.
When you use a pry bar to apply tension, be sure you do not pry against the
compressor. Pry against the mounting bracket.
3. Check Hoses and Fittings

Check all hoses and fittings. Look for places where hoses flex when the cab is tilted.
Any places the hoses or fittings are fastened, clamped, connected, bent or secured are
potential wear points. This also applies to places where hoses are not clamped or
supported but should be (often near the condenser). All of these spots are potential
leak or damage points. Tighten, re-fasten, add, or replace as indicated by your
inspection.
4. Check for Refrigerant Leaks

System refrigerant leaks can be anywhere but there are obvious places. You can spot
some by looking for signs of refrigerant oil forced out with refrigerant leakage. One
location leaks frequently occur is the compressor shaft seal. The shaft and seal are
hidden behind the clutch assembly, but centrifugal force will throw the oil off the
shaft and against the engine, bracket or whatever is close. Check these points when
you examine the compressor clutch and mounting bracket. A solution of soap and
water applied around potential leak points works well for detecting leaks. A leak in
the evaporator may be indicated if you feel around the condensate drain hole and find
oil present.
Note: You can add inexpensive dry nitrogen gas to the system instead of R-
12 if system pressures are low. Dispense the gas at no more than 200-
250 PSI as this is sufficient pressure to cause or indicate a leak point
in the AC system. AC service procedures for complete system
recovering of refrigerant, evacuating, and recharging are covered
and illustrated in Chapter 9.
Note: A leaking heater core could also result in coolant at the condensate
drain.
TB1140 III-100
Electrical System Inspection
You can feel for oil at the bottom of all connections (see Figure 7-4) if the
system is not too hot. Of course, a few minutes with an electronic leak detector
is the best way to check for leaks. Keep in mind that pressure is different in a
system at rest, so small leaks may be hard to find. Pressure in a system at rest,
will equalize at from 60 to 95 PSI, depending on outside air temperature. This
means there is more pressure in the low side of the system at rest than during
normal system operation. Just the opposite is true of the high side; at rest, high
side pressure is lower. You may want to use the detector to check for leaks in
the high side when the air conditioner is operating, if you suspect a leak and
can’t find it when the system is at rest.
Figure 7-4
This illustration shows a
potential refrigerant leak
point at the condenser
fitting.

The two stages of an electrical inspection are explained in more detail below:
1. Inspect Electrical Connections
2. Check Electrical Current Flow and Device Functions
Use the following procedures to perform an electrical system inspection:
1. Inspect Electrical Connections

First, while you are making your visual inspection under the hood (cab) and/or
at the roof top condenser, take a moment and check all electrical connections
visually and by feel. Look for any corrosion on leads or connectors and clean
them. Make sure all leads and wires are properly supported and securely
connected.
2. Check Electrical Current Flow and Device Functions

Perform the following steps to check current flow and electrical device
functions:
A. Turn the Ignition On – To check current flow the ignition must be on.
III-101 TB1140
B. Turn the AC System On – This will power the thermostat and clutch.
If it does not come on, use the AC mode switch to check the leads to the
switch. You should be able to hear a “click” from the thermostat and hear
the clutch drive plate “snap” against the clutch pulley. You can not check
thermostat cycling on and off until you do the performance inspection.
Figure 7-5 illustrates a typical AC electrical system and the places you
should inspect.
Figure 7-5
The electrical system
inspection points are noted
with check marks (✔) on
this wiring diagram
(electrical schematic).
C. Check Fuses – If there is a failure and you have made sure all
connections are clean and tight, you need to check fuses—in-cab as well
as in-line.
D. Check Clutch Engagement – Since you can’t see and may not hear the
clutch engage, get out and look at the clutch. If it’s engaged, you will see
that the drive plate is against the pulley and not slightly spaced from it. If
you are not sure the clutch is engaged, look for the lead wire connector near
the clutch. Break and close that connection. The clutch will disengage and
engage again.
E. Test Blower Speed Operation – Some systems have a common switch

that turns on the air conditioner and powers the blower motor. Test blower
speed operation by adjusting this or the separate blower control switch.
Feeling the air flow from the ducts or note blower sound (speed) changes.
F. Inspect Roof Mounted Condensers – Don’t forget to inspect roof

mounted condensers and AC systems for dirt and debris. Be sure the
condenser fan(s) are working properly and all parts and electrical connec-
tions are securely fastened. The roof mounted condenser fans may come
on when the system is turned on. Like the thermostat and most clutches,
the normal on-off cycling action can not be observed until the engine is
running with the AC system on.
TB1140 III-102
Performance Inspection – Engine Running

The purpose of visual and electrical inspection is to detect obvious problems and
assure AC system function for an accurate performance inspection. If you do the
performance inspection first, you could be mislead. Problem areas discovered during
the performance inspection can give you false clues or symptoms, and result in repair
errors and come-backs. The following performance inspection procedures are
explained in more detail below:
1. Inspect System Component Cycling and
Cab Temperature Levels
2. Check Clutch Cycling Under Load
3. Check Sight Glass
The performance inspection does not cover pressure and temperature sensitive
safety devices (cutout switches, fan control, Trinary etc.). Testing these devices
requires the use of the manifold gauge set for observation of internal system
pressures during tests. These are explained in Chapter 8.
Use the following procedures as a general rule in a performance inspection:
1. Inspect System Component Cycling and Cab

Temperature Levels
A. Turn On the Engine and Air Conditioner – Inspect for system
component cycling and cab temperature levels.
Note: System performance testing will be much faster if all doors

and windows in the cab are closed.
The cab air must cool down to thermostat control setting levels
before system components will cycle on and off, indicating
correct function. This is called ‘stabilizing the system’ and takes
about five minutes of operation. In very hot weather the system
may not cycle.
B. Check Thermometer Readings – In the cab you can use your
thermometer to measure air temperature at the vents. When the evaporator
is easy to reach with a thermometer probe without removing some of the
dash or duct work, use the probe to measure evaporator temperature.
When the AC unit is on and working correctly, you can see the thermom-
eter dial needle move down to about 32 degrees, then rise six to ten degrees
and move back down again. The movement up and down indicates that the
cycling clutch and thermostat, or orifice tube and accumulator pressure
switch (to the clutch) are functioning correctly. In systems with a non-
cycling clutch, this movement indicates correct function of the refrigerant
metering device.
The needle movement is called “temperature swing.” When you can
adjust the thermostat setting, the range of swing should change. For
example, from full cooling (cold) to moderate (between cold and warm),
the swing may change from 32-38 to 32-42 degrees.
III-103 TB1140
These readings at the vents will be higher and temperature swing slower
and not as obvious. Also blower speed will cause the temperature, levels
to read higher (high air speed) or lower (low air speed) at the same
thermostat setting. When you measure air temperature, an electronic
thermometer/pyrometer is a great tool to have. You can easily measure
cab air temperature at several locations quickly.
Swing temperatures vary depending on where you measure tempera-
ture, and on outside temperature, humidity and altitude. The chart in
Figure 7-6, shows some examples of typical temperature variables. Don’t
forget that cab and sleeper area temperatures can vary within the same
vehicle. Also, electronic controls used in newer HVAC systems often
keep the temperature spread within a narrower range.
AIR TEMP. 70° 80° 90° 100° Figure 7-6

DEGREES F. The chart of AC system and
AIR QUALITY HUMID DRY HUMID DRY HUMID DRY HUMID DRY cab temperature range shows
you typical variables.
CENTER OUTLET 43° 40° 44° 40° 47° 40° 52° 41°
AIR TEMP. to to to to to to to to
DEGREES F. 47° 44° 48° 44° 51° 44° 56° 45°
LEFT & RIGHT AIR OUTLET TEMPERATURE WILL VARY
LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
OUTLET AIR TEMP. 40° 41° 41° 43° 46° 47° 48° 50°
RANGE DEGREES F. to to to to to to to to
41° 44° 45° 47° 52° 54° 55° 56°
2. Check Clutch Cycling Under Load

The following operating inspections, visual and by feel, are done outside the
cab while you wait for the system to stabilize.
A. Lift hood – With the hood up (or cab tilted) observe the clutch cycling
under load.
Note: If the condenser is hood mounted you may not have adequate air
flow through it.
B. Touch suction and discharge lines – Soon after system start up you
can safely feel the suction and discharge lines and note their change in
temperature. The discharge line will get hot (after a while it may be to hot
to touch) and the suction line will get cooler.
3. Check Sight Glass

The sight glass is the only point where you can actually see inside the air
conditioner during operation. Check the sight glass through the window on the
top of the receiver-drier (or the separate in-line sight glass). If the system is
functioning properly and cooling the cab adequately, the sight glass should be
clear (you will not see anything in it). If it is not clear when the system is first
turned on, wait a few minutes for the system to stabilize, then look again. Figure
7-7 illustrates and explains what you may observe in the sight glass. Roof
mounted condenser fans may run continuously or cycle on and off. If you can’t
tell by sound you may have to climb a ladder and observe the fan blades.
TB1140 III-104
Performance Inspection
Figure 7-7
These drawings illustrate
conditions you may observe
in the sight glass window.
Note: A roof mounted condenser or AC unit assembly often includes

a roof mounted receiver-drier (and sight glass) close to the
condenser.
Heater System Inspection

A heater system inspection is really a combination engine cooling system and heater
inspection. All heater/cooling system rubber parts deteriorate due to the air (ozone),
heat, coolant and oils. They should be replaced at regular intervals to prevent
breakdown on the road. Metal parts and gaskets are subject to malfunction or
breakdown due to fatigue and corrosion.
Coolant has a limited life and should be replaced regularly. If it is dirty, the cooling
system should be drained and flushed or back flushed (using special equipment)
before refilling with clean water and anti-freeze. Coolant must be hot when using the
hydrometer to check protection (freeze-up) level. The following inspection proce-
dures are explained in more detail below:
1. Check Heater Control Valve Function
2. Inspect Other Functions
1. Check Heater Control Valve Function

Many air conditioner/heater systems depend on the heater control valve for
temperature control and positive closure. You can easily check heater control
valve function as follows.
A. Cool engine – Start with the engine cool, set the temperature to cold
and leave the fan off. As the engine warms up, feel the heater return hose.
If the hose feels warm or hot, the heater control valve is leaking internally.
This type of leak can seriously reduce air conditioning performance.
III-105 TB1140
B. Warm up engine – Next, let the engine warm up to normal operating

temperature and set both fan and temperature on high. Feel both heater
supply and return hoses. If there is a noticeable difference in their
temperature, it indicates a low flow of coolant through the heater core (a
partially closed or blocked heater control valve). This could result in poor
heating performance during cold weather conditions.
Figure 7-8
Heater/cooling system
potential problem areas and
checks are indicated in this
drawing.
2. Inspect Other Functions

There are some things you can’t see or feel when you inspect the thermostat,
heater core, radiator pressure cap, electrical switch and control valve functions.
Some of these can be checked with the pressure and thermostat testers as
described in Chapter 6. A hand pump pressure tester can also be used to check
for coolant leaks. This is done by using the pump to raise the pressure inside the
system above normal operating pressure to force small suspected leaks to show
up.
Heater/cooling electrical and valve component inspection is the same as air
conditioner inspection. The controls are operated to see if they function
correctly to maintain or vary cab temperature and air flow.
Preventive Maintenance Worksheet

Please feel free to modify or copy the worksheet in Figure 7-9. Actual vehicle use,
mileage, operating conditions and maintenance budget may influence service
frequency.
TB1140 III-106
Chapter Review
Chapter Review
The purpose of these brief inspection procedures is for vehicle system maintenance
and to determine if further, more detailed service is required. The uses of a manifold
gauge set, system troubleshooting, recovery, flushing, evacuating and charging are
explained in the next chapter.
High usage and operating condition variations are tough on air conditioning and
heater components. You should establish and follow regular inspection and mainte-
nance procedures to improve overall system function and component service life.
The typical inspection should not take more than 15 to 20 minutes unless
component replacement and/or complete system evacuation and recharging is
warranted. The survey results shown in Figure 7-1, indicate belts, compressor clutch
assembly, condenser and the refrigerant lines are the most frequent problem areas.
However, your own experience with service and maintenance may vary from survey
results.
Inspection should first be visual and by feel. Some of your electrical system
inspection will be done as you inspect other components (checking leads, connec-
tions and for loose wires). When you check the electrical circuit, begin with the
engine off but ignition on. A system performance inspection with the engine running
and system on really combines electrical and AC or heater system function.
III-107 TB1140
TB1140 III-108
Troubleshooting
& Service Procedures
Click on any of these • Troubleshooting Overview
subject headings to go
directly to the page • Understanding System Function
• A Troubleshooting Example
• Manifold Gauge Set Installation
• Troubleshooting by Manifold Gauge Set Readings
• Review of Frequent Problem Areas
• Conclusion
Can you fix an air conditioner or heater system without finding and correcting
the cause of the problem? You bet you can! It happens every day and it’s not good
for business. Here is an example. A truck pulls in off the road and the operator asks
to have his rig serviced in a hurry. He tells you the air conditioner isn’t cooling like
it should and dashes into the restaurant for lunch.
You tip the hood, and check the sight glass on top of the receiver-drier. You see
bubbles, not a lot but a fairly constant stream of them. It is obvious the system is low
on refrigerant so you hook up the manifold gauge set, purge the gauge set hoses of
air, and add refrigerant until the sight glass clears. Then you check evaporator
temperature and it’s OK. The air conditioner is repaired right? Wrong! What you
did is add refrigerant and the problem went away. You did not find and fix the cause
of the problem.
Component failure in an air conditioning system may be the result of a problem
elsewhere in the system. For example, a belt or clutch failure might be caused by a
dirty condenser restricting air flow and increasing head pressures. High head
pressures commonly create problems with other system components. Take time to
look beyond the obvious for a potential hidden problem.
Troubleshooting Overview
Troubleshooting includes collecting enough information to locate the cause of the
problem, then correcting the problem and its cause by replacement, adjustment, and/
or repairing. You begin by gathering information from the most to the least important
sources.
Starting with the most important:
1. Your personal knowledge and experience with AC systems.
2. The vehicle operator's knowledge and experience—question him or her.
3. The work order.
4. Good test equipment and the HVAC system
The routine you follow when troubleshooting should proceed from the most to least
productive way of locating the problem and fixing the cause.
III-109 TB1140
Troubleshooting & Service Procedures
Experienced troubleshooters talk to the operator if they can, then personally verify
the symptoms of the problem whenever possible. They attempt quick fixes on the
basis of their knowledge of common system problems and causes when appropriate.
They know where components are located, and make repairs when they have a good
idea of what the problem is. They fix the cause or causes as well as the problem. They
are confident of their knowledge and ability.
Note: The best troubleshooters all know who to call when they get
stuck. They know someone who knows more than they do and
are not too proud to ask for help or suggestions when needed.
The key—understanding system function
The Key–Understanding System Function

Your complete understanding of AC and heater systems and how they work,
plus what can go wrong, is the key to troubleshooting and repair. We have talked
about components and system function before. Now let’s take a little different
approach in describing what happens when the air conditioner is turned on. In Figure
8-1 we have used numbers on the illustration to track normal air conditioner function.
Figure 8-1
An illustration of the typical
HVAC system. The numbers
follow the action when the
AC part of the system is
working properly (moving
heat out of the cab and into
the outside air).
TB1140 III-110
Understanding System Function
When you turn on the air conditioner at the control panel (1), the thermostat (2), is
supposed to sense a warm temperature at the evaporator. A circuit in the thermostat
should close, allowing current to flow through the thermostat to the compressor
clutch field coil (3). When this happens, the clutch field coil becomes an electromag-
net and pulls the clutch drive plate (4) tight against the clutch pulley (5).
Note: The same AC switch (1) may also turn on the fan or blower
motor (2a) to circulate air in the cab. The air feels warm at first
but will cool quickly.
A belt connects the clutch pulley to a drive pulley (6) on the engine. The engine
provides the power to turn the clutch pulley and drive the compressor (7) when the
clutch is engaged. When operating, the compressor compresses and pushes refrig-
erant gas to the condenser (8), through the receiver-drier (9), and to the expansion
valve (10) orifice. When it does, it puts a lot of pressure on the gas. The compressor
raises the temperature and pressure of the refrigerant inside the high side of the
system.
At the same time, the compressor is also sucking in low pressure refrigerant gas
from the expansion valve orifice, evaporator and through the low side of the system.
The movement of the refrigerant inside the system transfers heat energy from the cab
to the outside air for occupant comfort.
The automatic functions of the thermostat (or the pressure valve on some
accumulators), and the expansion valve, help maintain pressures and temperatures
inside the system at safe and efficient operating levels. Pressure and temperature are
constantly changing due to compressor and expansion valve action, the amount of
heat energy being moved and the environment or weather conditions.
The engine cooling system fan and clutch (11), and the evaporator blower motor
(2a), move a sufficient amount of air through the condenser and evaporator. On the
road, vehicle speed provides most of the (ram) air required for the condenser to work
right. In a parked or slow moving vehicle the engine fan (or roof or remote mounted
condenser and fans) moves sufficient air through the condenser fins.
Note: Clean refrigerant and refrigeration oil should be inside the

system in the amount specified by the manufacturer. Moisture,
sludge (moisture combined with refrigerant oil or desiccant), or
desiccant particles will prevent the correct performance of the
system and may cause component damage.
A Troubleshooting Example
Remember the story at the beginning of this chapter? The vehicle operator pulled in
off the road and asked you to repair the rig. He was in such a hurry he didn’t tell you
anything except that the air conditioner wasn’t cooling. Here is the best way to handle
that kind of situation.
III-111 TB1140
Use your knowledge and experience. Ask yourself what could have caused a lack of
cooling in that rig! Did the compressor drive belt break? Did a pressure switch or
relief valve cutout the compressor because of high or low system pressure? Does the
switch or valve in this type of system reset itself? Could there be a superheat switch
and thermal limiter with a melted fuse. Did someone else service the system recently
and put in too much refrigerant?
Could there be contaminants in the system blocking the expansion valve (expan-
sion tube)? If there is a leak, why and how did refrigerant get out of the system? You
know if refrigerant can get out, air and moisture may get inside as well, especially
if the leak is on the suction side of the system. Could there be a restriction to
refrigerant flow in one of the high pressure lines because of a kink? From your
knowledge and experience, you already know about these possibilities and others
when you talk to the operator (before he has the chance to leave).
The right kind of questions can speed up troubleshooting and your service work
by pinpointing the problem(s) that needs fixing. Your conversation with the operator
might be as follows:
• How long ago did the AC system stop cooling?

Answer: About an hour ago.
• What steps did you take when you noticed the lack of cooling?
Answer: I put it on maximum cool.
• Then what did you do?

Answer: When it wouldn’t cool, I opened the window and
turned the air conditioner off.
• Is this problem new or has it happened before, and when?

Answer: In the last few days I’ve had problems with cooling off
and on—this is the first time it’s happened when I was close to
a place that did AC service.
• Do you get any cooling at all?

Answer: Yes but it seems to quit after a while.
• Do you still get air flow at the vents from the blower?
Answer: Yes.
• When was your air conditioner checked thoroughly?

Answer: Before I bought the rig last May (a year ago).
• Has the heater been used recently and did it work OK?
Answer: Yes.
TB1140 III-112
A Troubleshooting Example
• Have you had other service problems in the last few months?
Answer: No.
• (If the answer was yes, you should ask—When? Where?

What was fixed or replaced?).
• Finally, ask the operator if he or she has a wiring diagram for the
system.
Now let’s look at the information you have gathered from the operator and what you
know from experience. He believes the problem is that the AC system quits cooling
after it has been on for a while! You know that the AC system has not been maintained
since the rig was purchased a year ago. Because of that, there could be several causes
for the problem (lack of cooling) and there may be other potential problems about
to develop.
It is possible that some refrigerant has leaked. Moisture and other contamination
may be inside the system. You have been told there are no heater problems, but that
doesn’t mean there are none that might affect AC system operation. The AC system
has quit cooling several times in the last few days. The problem may have become
more severe than when it quit cooling the first time.
If enough refrigerant or oil has leaked out, a low pressure cutout switch may have
cut the circuit to the clutch, protecting the compressor. Because the system has not
been maintained in a year, there may be other components that should be serviced.
You could fix the probable causes, and the system might work and then break down
again as the rig drives out of your place. From your knowledge and what the operator
has just told you, you know this may not be a quick fix problem.
It’s up to you to describe the service situation to the operator. Tell him you need
to do a complete system maintenance inspection to find and correct the problem or
other potential problems. He can give you the go ahead for full service and repair
now, wait till you have inspected the system to determine cause and cost, or delay
repair until he has some down time available.
Normally when the operator can tell you what the problem is, you would first
operate the system to verify the problem. In this situation your troubleshooting (your
own knowledge added to what the operator told you), indicates the next step. You
need to do a complete maintenance inspection instead! Proceed as described in
Chapter 7. Correct any obvious problems and check carefully for leaks. Leak testing
should be visual, by feel and with a leak detector. Next, do your performance test with
the engine running and the AC system on.
Note: Don’t forget to check the heater system too! If the water valve
is not closed, then hot engine coolant flowing through the heater
core would warm the air at the same time the evaporator was
trying to cool it. The result would be the appearance of an AC
problem.
III-113 TB1140
If your AC and heater visual, electrical and leak inspections don’t turn up any
problems, save time by hooking up the manifold gauge set before you make the
performance test. If you find a leak and can correct it easily by tightening a
connection, do so. But if too much refrigerant leaked out, you may have to add some
refrigerant to the system for an effective performance test. We will get into detail on
troubleshooting with gauges after we explain manifold gauge set installation and
adding refrigerant.
Manifold Gauge Set Installation
CAUTION Never hook up the gauge set when the engine and air
conditioner are running. Be sure all the valves on the mani-
fold are closed all the way (turn them clockwise). Check the
hose connections on the manifold for tightness.
Locate the low and high side system service fittings and remove their protective caps.
Position or hang the manifold gauge set in a convenient location. Figure 8-2
illustrates a good example of manifold gauge set hookup in one service situation.
Figure 8-2
A typical manifold gauge set
hookup is shown in this
illustration. The center hose
on the gauge set is con-
nected to the vacuum pump.
The manifold gauge set is a necessary tool in troubleshooting AC system problems.

The following steps are performed during and after installing the manifold gauge set:
1. Purging Air from the Gauge Set Hoses
2. Adding Refrigerant to the System
3. Stabilizing the AC System.
TB1140 III-114
1. Purging Air From Gauge Set Hoses

Environmental regulations require that all service hoses have a shutoff valve
within 12 inches of the service end. These valves are required to ensure only a
minimal amount of refrigerant is lost to the atmosphere. R-12 gauge set hoses
have a valve near the end of all three hoses. R-134a gauge sets have a
combination quick disconnect and shutoff valve on the high and low sides. The
utility (center) hose also requires a valve.
The initial purging is best accomplished when connected to recovery or
recycle equipment. Figure 8-3 illustrates the gauge set connections for purging
and refrigeration recovery.
Figure 8-3
The purging setup for
manifold gauge set and
compressor service valves
are shown here.
Note: The manifold gauges read system pressure when the hand
valves are closed if the hose end valves, and the stem type
service valves (if included) are open.
2. Adding Refrigerant to the System

Now that the gauges are connected, you may need to add some refrigerant to the
AC system before you can do an effective performance inspection. However,
if leaks are obvious they should be repaired prior to adding refrigerant.
Note: Loss of some refrigerant is not unusual over an extended period

of time. Adding refrigerant is a typical procedure when the AC
system is maintained on a regular basis.
When adding refrigerant to the system, connect the center hose from the
manifold gauge set to the refrigerant dispensing valve on the container. Figure
8-4 illustrates this connection.
III-115 TB1140
Figure 8-4
In this illustration we have
noted how refrigerant is
added to the air conditioner.
Before adding refrigerant to the system you should study the sight glass while
the engine is running and the air conditioner is on. Even if you found a leak
during the system inspection and corrected it, you have no way of knowing how
much refrigerant has leaked. You will not be able to tell how much refrigerant
is in there, but you can see if bubbles are present.
Then check the gauges for unusually high or low readings, or a lack of
pressure. Following this procedure, and using your knowledge and experience,
decide if it is safe and makes sense to add refrigerant in order to make your full
performance inspection.
You are now ready to add refrigerant to the system. For your safety and to
prevent system damage use the following procedure.
1. Turn on the engine and set the idle at 1200 to 1500 RPM and then
turn on the air conditioner.
CAUTION Do not open the high pressure hand valve on the manifold
gauge set. The compressor could pump refrigerant into the
container and cause it to BURST. Be sure to keep the
refrigerant container upright to prevent liquid refrigerant
from entering the compressor.
2. Open the refrigerant dispensing valve on the container and then the
low pressure hand valve on the manifold. This allows refrigerant to
enter the system as a gas on the low pressure or suction side of the
compressor. The compressor will pull refrigerant into the system.
TB1140 III-116
3. Add refrigerant until the gauges read in the normal range and the
sight glass appears clear. The sight glass may not be clear for a
moment just before or after the clutch cycles on and off but should
generally be clear. Gauge readings will fluctuate as the compressor
cycles on and off.
Note: Pressures within the air conditioning system vary with ambient
temperature. A normal pressure range is defined as follows:
Low side 15–30 PSIG
High side 150–280 PSIG
If R-134a is used in place of R-12 the high side readings will be
about 20 PSI higher. For this reason many OEMs are recom-
mending an increase in condenser capacity when retrofitting to
the new refrigerant, R-134a.
CAUTION If the gauges show any abnormally high or low pressures as

you are adding refrigerant, stop and investigate for probable
cause. Never add more than one pound of refrigerant. If the
system is low enough on refrigerant to require more than that
amount you should stop and check again for leaks. Then
recover all of the refrigerant, repair, evacuate and recharge
the air conditioner. (See Chapter 9). You may want to add dry
nitrogen gas to the AC system instead of R-12 if pressures are
below normal and a leak is suspected. Nitrogen gas is sold in
cylinders under high pressure, 1800 to 2000 PSI. Be sure the
cylinder has a pressure regulating valve to control the pres-
sure when dispensing nitrogen gas. Dispose the gas at no
more than 200-250 psi, as this is sufficient pressure to cause
or indicate a leak point. See note under Troubleshooting by
Manifold Gauge Set Readings in this chapter.
4. When the gauges show normal, close the hand valve on the
manifold, the hose end shutoff valve, and the valve on the refriger-
ant container. You can now proceed with the performance inspec-
tion.
3. Stabilizing The AC System

For reliable gauge readings as an aid in troubleshooting, the AC system must
be stabilized.
CAUTION Be sure your tools and test equipment are clear of all moving
parts of the engine and air conditioner.
III-117 TB1140
Start the engine and set to a fast idle of 1200 to 1500 RPM. Turn on the air
conditioner. After a quick in-cab performance test of control function, blower
speeds and air flow, set the AC system controls to maximum cooling and blower
speed on high. All windows must be closed. If cab temperature is hot (rig has
been sitting in the sun with the windows closed), open the windows for a minute
or so to let the hot air out. Run the engine and air conditioner about five minutes
for the system to stabilize. In hot humid weather or where the AC condenser
can’t receive adequate air flow from the engine fan you may have to use a floor
mounted fan to force sufficient air flow through condenser fins. This helps to
stabilize the system by simulating ram air flow found under normal operating
conditions.
When a vehicle has a tilt cab or hood and the condenser is part of the grill,
you must use the floor fan to get air to the condenser. You could tilt the cab or
hood back to normal position, carefully routing the manifold gauge set and
hoses away from moving parts. Then place the gauges so you can read system
pressure.
Troubleshooting by Manifold Gauge Set Readings

The series of figures that follow (Figures 8-6 through 8-15) show gauges with typical
readings indicating AC system problems. Each figure is followed by troubleshooting
tips, probable causes for the gauge readings shown, and appropriate service and
repair procedures.
Low Refrigerant Charge in the System Figure 8-5

Gauge reading, low
refrigerant charge in the
system.
Tip: You see bubbles in the sight glass. The air from vents in
the cab is only slightly cool.
Cause: Insufficient refrigerant (charge) in the system.
TB1140 III-118
Manifold Gauge Set Readings
Repair Procedure:
Check for leaks with your leak detector. If you find a leak
at a connection, tighten it then add refrigerant as neces-
sary. If a component or line is leaking (defective), recover
all refrigerant from the system. Replace the defective part
and then check the compressor oil level and replace
missing oil. Evacuate and recharge with refrigerant, then
check AC operation and performance.
Figure 8-6
Gauge reading, extremely Extremely Low Refrigerant Charge in the System
low refrigerant charge in
system.
Tip: The sight glass is clear or shows oil streaks. The air from
vents in the cab seems warm. If there is a low pressure or
Trinary™ switch in the system it may have shut off the
compressor (clutch).
Cause: Extremely low or no refrigerant in the system. There is a

leak in the system.
Repair Procedure:
Add refrigerant to the system, at least half of the normal
full charge amount. Then perform your leak test. As an
alternative to a refrigerant, add dry nitrogen gas to the
system and then test for leaks.
Note: It may be necessary to use a jumper wire to bypass some

types of low pressure cutout switches to operate the
compressor (clutch) when you add refrigerant to the
system.
III-119 TB1140
After finding a leak, recover all refrigerant from the

system and repair the leak. Check the compressor and
replace any refrigeration oil lost due to leakage. Evacuate
and recharge the system with refrigerant, then check AC
operation and performance.
Air and/or Moisture in the System Figure 8-7

Gauge reading, air and/or
moisture in the system.
Tip: The sight glass may be clear or show some bubbles. The
air from vents in the cab is only slightly cool. In a cycling
clutch type system with a thermostatic switch, the switch
may not cycle the clutch on and off, so the low pressure
gauge will not fluctuate.
Cause: Air and/or moisture in the system.
RepairProcedure:
Test for leaks, especially around the compressor shaft seal
area. When the leak is found, recover refrigerant from the
system and repair the leak. Replace the receiver-drier or
accumulator because the desiccant may be saturated with
moisture (there is no way to tell). Check the compressor
and replace any refrigeration oil lost due to leakage.
Evacuate and recharge the system with refrigerant, then
check AC operation and performance.
TB1140 III-120
Figure 8-8 Excessive Air and/or Moisture in the System

Gauge reading, excessive air
and/or moisture in the
system.
Tip: There may be occasional bubbles in the sight glass. Air

from vents in the cab is only slightly cool.
Cause: System contains excessive air and/or moisture.
Repair Procedure:
Test for leaks, recover refrigerant from the system and
repair the leak. Depending on the type of system, replace
the receiver-drier or accumulator. The desiccant is satu-
rated with moisture. Check and replace any compressor
oil lost due to leakage. Evacuate and recharge the system,
then check AC operation and performance.
Figure 8-9 Expansion Valve (TXV) Stuck Closed or Plugged

Gauge reading, expansion
valve (TXV) stuck closed.
Tip: Air from vents in the cab is only slightly cool. The
expansion valve body is frosted or sweating.
III-121 TB1140
Cause: An expansion valve malfunction could mean the valve is

stuck in the closed position, the filter screen is clogged
(block type expansion valves do not have filter screens),
moisture in the system has frozen at the expansion valve
orifice, or the sensing bulb is not operating. In vehicles
where the TXV and sensing bulb are accessible, perform
the following test. If not accessible, then proceed to
Repair Procedure.
Test: 1. Warm diaphragm and valve body in your hand or

carefully with a heat gun. Activate system and watch
to see if the low pressure gauge rises.
2. Next, carefully spray a little nitrogen, or any substance

below 32 degrees Fahrenheit, on the capillary coil
(bulb) or valve diaphragm. The low side gauge needle
should drop and read at a lower (suction) pressure on
the gauge. This indicates the valve was part way open
and that your action closed it. Repeat the test, but first
warm the valve diaphragm or capillary with your hand.
If the low side gauge drops again, the valve is not stuck.
3. Clean the surfaces of the evaporator outlet and the

capillary coil or bulb. Make sure the coil or bulb is
securely clamped to the evaporator outlet tube and the
insulation is in place. Next proceed with recovering
refrigerant from the system.
Repair Procedure:
Inspect the expansion valve screen (except block type
valves). To do this you must recover all refrigerant from
the system. Disconnect the inlet hose fitting from the
expansion valve. Remove, clean and replace the screen,
then reconnect the hose. Any signs of contamination will
require flushing the system. Next, replace the
receiverdrier. Then evacuate and recharge the system
with refrigerant, and check AC operation and perfor-
mance.
TB1140 III-122
Note: If the expansion valve tests did not cause the low
pressure gauge needle to rise and drop, and if the other
procedures described did not correct the problem, the
expansion valve is defective. You must recover all
refrigerant from the system again, and replace the ex-
pansion valve and receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC operation
and performance.
Figure 8-10 Expansion Valve (TXV) Stuck Open

Gauge reading, expansion
valve (TXV) stuck open.
Tip: Air from vents in the cab is warm or only slightly cool.
Cause: The expansion valve is stuck open and/or the capillary

tube (bulb) is not making proper contact with the evapo-
rator outlet tube. Liquid refrigerant may be flooding the
evaporator making it impossible for the refrigerant to
vaporize and absorb heat normally. In vehicles where the
TXV and sensing bulb are accessible, check the capillary
tube for proper mounting and contact with the evaporator
outlet tube. Then perform the following test. If the TXV
is not accessible, then proceed to Repair Procedure.
Test: 1. Operate the AC system on it’s coldest setting for a few

minutes. Carefully spray a little nitrogen or other cold
substance, on to the capillary tube coil (bulb) or head
of the valve.
2. The low pressure (suction) side gauge needle should

now drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test, but first
warm the valve diaphragm with your hand.
III-123 TB1140
3. If the low side gauge shows a drop again, the valve is

not stuck. Clean the surfaces of the evaporator outlet
and the capillary coil or bulb. Make sure the coil or
bulb is securely fastened to the evaporator outlet and
covered with insulation material. Operate the system
and check performance.
Repair Procedure:
If the test did not result in proper operation of the expan-
sion valve, the valve is defective and must be replaced.
Recover all refrigerant from the system and replace the
expansion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant, then check AC
System High Pressure Side Restriction Figure 8-11

Gauge reading, system high
pressure side restriction.
Tip: Air from vents in the cab is only slightly cool. Look for
sweat or frost on high side hoses and tubing, and frost
appearing right after the point of restriction. The hose or
line may be cool to the touch near the restriction.
Cause: There could be a kink in a line, or other restriction in the

high side of the system.
TB1140 III-124
Repair Procedure:
After you locate the defective component containing the
restriction, recover all of the refrigerant. Replace the
defective component and the receiver-drier. Evacuate and
recharge the system with refrigerant, then check AC
Figure 8-12 Compressor Malfunction

Gauge reading, compressor
malfunction.
Tip: The compressor may be noisy when it operates.
Cause: Defective reed valves or other compressor components. If

the compressor is not noisy, there may be a worn or loose
compressor clutch drive belt.
Repair Procedure:
If you find the belt worn or loose, replace or tighten it and
recheck system performance and gauge readings. To
inspect and service the compressor, you must isolate
(front seat the stem type compressor service valves) and
recover refrigerant, or fully recover R-12 from systems
containing Schrader valves. Remove the compressor cyl-
inder head and check the appearance of the reed valve
plate assembly. If defective, replace the valve plate and
install with new gaskets, or replace the compressor assem-
bly.
III-125 TB1140
If you find particles of desiccant in the compressor,

remove and replace it and the receiver-drier. Before doing
so, back flush other system components (except the ex-
pansion valve) using a flushing kit. If there are stem type
valves and you isolate the compressor, the rest of the
system must be purged of refrigerant before you can
disconnect and flush system components (Chapter 9
describes the flushing procedure). After flushing, reas-
semble the components. Always check the oil level in the
compressor, even if you install a new or rebuilt unit.
Tighten all connections and evacuate the system. Re-
charge the air conditioner with refrigerant and check
system operation and performance.
Note: Rotary compressors have a limited oil reservoir. Extra

oil must be added for all truck installations
Condenser Malfunction or System Overcharge Figure 8-13

Gauge reading, condenser
malfunction or system
overcharge.
Tip: The air from vents in the cab may be warm. In R-12
systems there can be bubbles in the sight glass. The high
pressure hoses and lines will be very hot. Don’t forget to
check the engine cooling system components—fan and
drive belt, fan clutch operation, and the radiator shutter.
TB1140 III-126
Cause: The condenser is not functioning correctly or there may be

an overcharge of refrigerant inside the system. Another
possibility is lack of (ram) air flow through the condenser
fins during testing. Engine cooling system component
malfunction can cause high pressure by blocking air flow
(radiator shutter) or not providing air flow (fan clutch) in
sufficient quantity.
Repair Procedure:
Inspect the condenser for dirt, bugs or other debris and
clean if necessary. Be sure the condenser is securely
mounted and there is adequate clearance (about 1-1/2
inches) between it and the radiator. Check the radiator
pressure cap and cooling system, including the fan, fan
clutch, drive belts and radiator shutter assembly. Replace
any defective parts and then recheck AC system opera-
tion, gauge readings and performance.
If the problem continues, the system may be over- charged

(have too much refrigerant inside). Recover the system
slowly until low and high pressure gauges read below
normal, and bubbles appear in the sight glass. Then add
refrigerant (charge the system) until pressures are normal
and the bubbles disappear. Add another quarter to half
pound of refrigerant and recheck AC system operation,
gauge readings and performance.
If the high gauge readings do not change, you should

recover all of the refrigerant and flush (it may be partially
plugged) or replace the condenser. Also replace the re-
ceiver-drier or accumulator. Then connect the compo-
nents and evacuate the system. Recharge the air condi-
tioner with refrigerant and check system operation and
performance.
III-127 TB1140
Thermostatic Switch Malfunction Figure 8-14

Gauge reading, thermostatic
switch malfunction.
Tip: The low side gauge needle may fluctuate in a very narrow
range compared to a normal range. The compressor clutch
may be cycling on and off more frequently than it should.
The low side gauge needle may fluctuate in an above

normal range as the clutch cycles. This may be an indica-
tion that the thermostat is set too high (someone may have
attempted to adjust the factory setting). A new thermostat
may have been installed incorrectly (capillary tube not
inserted between the evaporator fins in the proper posi-
tion).
Cause: The thermostatic switch is not functioning properly or at

all.
Repair Procedure:
Replace the thermostatic switch. When you remove the
old thermostat, replace it with one of the same type. (They
operate in a factory preset temperature range.) Take care
in removing and handling the thermostat and thin capil-
lary tube attached to it. Don’t kink or break the tube.
Position the new thermostat capillary tube at or close to

the same location and seating depth between the evapora-
tor coil fins as the old one. Connect the electrical leads.
TB1140 III-128
Review of Frequent Problem Areas
Note: See the Thermostat section in Chapter 10. Fan clutch,

radiator shutter, condenser, compressor, and the newer
air and water valve control systems are covered in
Chapter 10.
Review of Frequent Problem Areas

In HVAC systems a limited number of things can go wrong. Moving parts of the
compressor, clutch, and expansion valve or refrigerant metering device can malfunc-
tion or break down from metal fatigue, contamination, abnormal pressure or lack of
lubrication. Electrical connections may corrode, become disconnected or break.
Fuses blow from shorts or overload. Belts slip or break.
Vibration from the engine or road surface can work bolts and air or vacuum lines
loose, or rub and break or wear parts out. Motors may burn out. The inside of the
system can become contaminated from moisture, air or desiccant material break-
down. Refrigerant may leak out of the system quickly or very slowly. Moisture in the
system can combine with refrigerant to form acid and attack (corrode) metal parts
from the inside. Moisture and refrigeration oil can combine to form sludge that may
block refrigerant flow.
The following problems are discussed in more detail in this section:
1. Belts and Compressor Clutch
2. Condenser
3. Refrigerant Lines, Hoses, and Fittings
4. Refrigerant Metering Valves
5. Other Problems
1. Belts and Compressor Clutch

Let’s review problem areas listed at the beginning of Chapter 7. The most
frequent repairs are replacing belts and servicing or replacing the compressor
or clutch. Heavy duty vehicle operation puts a lot of stress on these parts. There
are several main reasons.
There is often continuous operation for long periods of time. There may be
frequent sudden RPM variations when shifting gears up or down. For this
reason the AC clutches used in heavy duty systems usually have double row ball
bearings. Vibration and road shock contribute to loose or broken mounting
brackets, electrical connections and fittings. Belts, bearings and compressor
reed valves wear out.
Various compressor clutch cutout switches are used because the AC design-
ers know about compressor operating conditions. System leaks, high operating
pressures, malfunctioning engine cooling system components—all cause com-
pressor problems and failures. When refrigerant and refrigeration oil leaks out
of a system or there is contamination blocking oil flow, the compressor will be
starved for oil and seize.
III-129 TB1140
2. Condenser
Condensers get dirty and the dirt reduces heat movement by insulating the
condenser. The fittings come loose or break from stress if the condenser or
connecting hoses are not secured properly to keep the effects of vibration at a
minimum.
Heat transfer efficiency and pressure in the condenser are affected by the
amount of outside air flowing through condenser fins. A lack of air flow can
mean the refrigerant doesn’t give up enough heat energy to the outside air (it
doesn’t change state). The refrigerant arrives at the evaporator as a gas and can’t
pick up any heat energy from cab air. In the cab, air from the vents is only
slightly cool or warm.
One possible cause of condenser malfunction could be the engine cooling
system. This is why fan clutches and radiator shutters are often controlled or
overridden by AC switch function. In fact, we can add fan clutch, radiator
shutters and also fan motors to condenser problems. If they don’t function to
allow sufficient air through the condenser, pressure inside the system may
become dangerously high. A lack of air through the condenser fins can raise
high side pressure and blow out the weakest point in a system, or damage the
compressor.
3. Refrigerant Lines, Hoses and Fittings

Problems with these parts may be caused by normal deterioration, vibration
damage, lack of maintenance or human error (improper installation or replace-
ment). All rubber parts are attacked by ozone (oxygen) in the air. Rubber parts
break down slowly and become more vulnerable to the effects of vibration with
the passage of time.
Heavy duty vehicle vibration causes stress on all lines, fittings and connections.
Regular maintenance includes checking and tightening any suspect line, or
hose retainers, or grommet position where the grommet is protecting a line or
hose from abrasion. Any insulating material wrapped around hoses must be in
place and securely fastened.
4. Refrigerant Metering Valves

When you consider valve problems there are obvious differences in valve
construction and what can go wrong. If a valve is clogged with sludge or other
obstruction, the result is a valve problem but the cause is contamination in the
system. Valves get stuck open or closed, although most often closed when the
gas charge is lost from the diaphragm housing in a traditional TXV. The
capillary tube can vibrate loose from the evaporator outlet tube. The capillary
can break and the small quantity of temperature sensitive gas can escape. The
diagnosis of a valve as defective calls for replacement.
5. Other Problems—Leaks, Moisture, and Adding

Refrigerant
Before any refrigerant was put inside the AC system, someone used a vacuum
pump to evacuate any air and moisture. Vacuum is really a force pulling against
all hoses, fittings and components from the inside. When the system is charged
with refrigerant, the pressure goes from minus (a vacuum) to plus pressure
inside the hoses and all components. The refrigerant and refrigeration oil are
trying to escape from the system at all times.
TB1140 III-130
Conclusion
Technicians frequently add refrigerant to a system, replacing refrigerant

seepage through system connections or fittings. If the system has been main-
tained regularly (every three to six months), adding a small amount of
refrigerant may result in normal system function. However, the best procedure
is to check all connections and look for, find and repair any leaks before adding
refrigerant.
When your leak detector indicates the presence of a leak, you can’t tell how
long the system has been leaking. Finding one leak doesn’t mean there are not
others. Until you have some AC system work experience, it will be hard to guess
how much refrigerant may have leaked. If you have to top a system off with a
half pound of refrigerant or more, adding refrigerant is not the answer.
Find the leak. Recover all of the refrigerant and repair the system. The
moisture absorbing capacity of any desiccant material is limited and cannot be
measured. For that reason, replace the receiver-drier or accumulator. Then
evacuate the system for an hour and recharge with refrigerant.
When a compressor shaft seal has leaked oil and the refrigerant charge is a
little low, the shaft seal may have leaked because the air conditioner was not
used. The seal can get a little out of round from the weight of the crankshaft and
leak above the shaft. Running the compressor may cause the seal to swell and
close up the leak. The shaft rotation exerts force all around the seal and puts life
back into it. To prevent this from happening, manufacturers recommend
regular AC system operation a minimum of every couple of weeks even in cool
weather.
Keep in mind that the compressor can cause a vacuum inside the system if there
is a restriction in the system. That means it can suck air and moisture inside
under some conditions. It will pull these contaminants in through the same
space where refrigerant and refrigerant oil has leaked out.
Conclusion
What could the air conditioning problem and it’s cause have been at the beginning
of this chapter? The operator was in a hurry, but you were able to start your
troubleshooting with the answers he gave you. Problems your inspection may have
turned up are a very low refrigerant charge, a contaminated system or defective
compressor. Those are not quick fix jobs.
On the other hand, you might have found enough debris on the condenser fin
surface to boost high side pressures to an abnormal level during the hottest part of
the day. So the Trinary™ or high pressure switch would cut out from high pressure—
but reset itself. You cleaned the condenser, added a half pound of refrigerant and AC
system pressures and function returned to normal. Service and repair took a half hour.
But there was no way to tell without using your knowledge and experience. By now
you are pretty familiar with AC system problems, the reasons for some of them,
troubleshooting and repair. In Chapter 9 we will describe complete system purging,
evacuation, flushing and recharging.
III-131 TB1140
MACHINE CONFIGURATION
TB1140 III-132
SECURITY SYSTEM MACHINE CONFIGURATION
Security System
TABLE OF CONTENTS
Notes on Use ................................................................................................................................... 134

Overview of Functions ...................................................................................................................... 135
Loss of an Immobilizer Key .............................................................................................................. 136
Obtaining Multiple Immobilizer Keys ................................................................................................ 136
Troubleshooting ............................................................................................................................... 139
III-133 TB1140
MACHINE CONFIGURATION SECURITY SYSTEM
NOTES ON USE
The Security System has a Registration Key and two Immobilizer Keys.
Registration Key (gray key grip): used for registra- Immobilizer Key (black key grip): used for every-
tion or de-registration of the key. day operation.
N0C950 N0C951
Once this security system is implemented, the existing key(s) cannot be used to start the engine.
Use either the Registration Key or Immobilizer Key to start the engine.
Important
• Although the system includes an anti-theft mechanism, it is not completely theft-proof as the
mechanism itself could be removed. Take special caution while parking or storing the machine.
• Since the Registration Key is required for registration or de-registration, keep it safely to avoid losing
it. If you lose it, the system may need to be replaced. Use the Immobilizer Key for everyday operation
whenever possible.
• The Registration Key and Immobilizer Key(s) will work only for a specific machine (controller), and will
not work on other machines. Keep these keys separate from keys of other machines.
• Do not use a key chain, etc. to hold more than one

Registration or Immobilizer Key, otherwise the engine may
fail to start due to an incorrect signal received by the
machine from the key.
N0C952
• Keep metal away from the Registration or Immobilizer Key when starting the engine, otherwise the
engine may fail to start due to an incorrect signal received by the machine from the key.
TB1140 III-134
OVERVIEW OF FUNCTIONS
1. Protection of Illegal Engine Startup

Prevent illegal operation by limiting the engine startup with the Registration Key and Immobilizer Key
(hereafter, “authorized key”) registered to the controller on the machine.
2. Horn Alarm
If an attempt to start the engine using a key other than the authorized key is made five times within three minutes,
the warning horn will sound for four minutes and then stop.
To stop the horn, use an authorized key to turn the starter switch position to ON.
Notes
• Starter switch (key switch) operation is counted as one when the switch position is changed from OFF
to ON, then to START. Switching between ON and START is not considered as one operation.
OFF
ON
START
N0C953E
• The illegal attempt count is reset if four subsequent illegal operations are not made within three minutes
after the first one.
• If the battery is disconnected while the horn is sounding and then reconnected, the horn alarm will sound
for four minutes from the time when the battery is connected.
III-135 TB1140
LOSS OF AN IMMOBILIZER KEY
If you lose an Immobilizer Key, perform step 1 or 2 below to prevent the lost key from being misused.
1. De-register the lost Immobilizer Key (without purchasing a new Immobilizer Key)
Delete the registration of the lost Immobilizer Key with the controller on the machine to prevent its use.
2. Re-register a new Immobilizer Key (purchasing a new Immobilizer Key)

Re-register a new Immobilizer Key with the controller and delete the old registration of the lost key.
For details of registration or de-registration, refer to “De-registering or Re-registering an Immobilizer Key” on the
next page.
OBTAINING MULTIPLE IMMOBILIZER KEYS
You can register up to five Immobilizer Keys with one machine, provided the key has not been registered with
another machine.
For adding a registration, please refer to “De-registering or Re-registering an Immobilizer Key” on the next page.
TB1140 III-136
De-registering or Re-registering an Immobilizer Key
Prepare the following:

1. Registration Key of the machine you want to de-register/re-register with
2. All Immobilizer Keys that have been registered with the above machine (except the lost one)
3. A new Immobilizer Key you want to register (for re-registration only)
4. Clock/Timer (capable of counting 10 seconds): recommended for assured registration
Checking before Registration:

• Check that you can start the engine with the Registration Key of 1 above. If not, the key is probably the Registration
Key of another machine. Prepare the correct Registration Key.
Important: You must use the authorized Registration Key to perform the registration.
• Check that you can start the engine with the Immobilizer Key of 2 above. If not, the key is probably the Immobilizer
Key of another machine. Prepare the correct Immobilizer Key.
Important: Do not try to register an Immobilizer Key that has already been registered with a different
machine.
Notes
• You cannot start the engine with the Immobilizer Key of 3 above, as it is unregistered.
• Trying to start the engine with the wrong key five times for three minutes will activate the horn alarm
for security.
• If a key fails to start the engine, do either of the following to prevent the horn alarm from being activated.
(1) Use the Authorized Key (engine-starting key) to start the engine.
(2) Pull out the key and wait for at least three minutes.
• If the horn starts sounding, turn the starter switch position from OFF to ON with an authorized key to
stop the horn alarm.
III-137 TB1140
Registration Procedure
Insert the Registration Key (see 1 on the previous

page) into the starter switch and turn it from OFF
to ON.
Wait for 10 (or 5 to 15) seconds at the ON position.
Turn it back to OFF, and pull out the Registration

Key.
Within 10 seconds af-
ter turning to OFF
Insert one of the Immobilizer Keys (see 2 or 3 on
Within 10 seconds after turning to OFF

the previous page) into the starter switch and turn
it from OFF to ON.

Repeat these steps for each Immobilizer
Key to be registered (all keys of 2 and 3 on
Turn it back to OFF, and pull out the Immobilizer the previous page).
Key.
Finished the above steps with all Immobilizer Keys No.

to be registered?
Yes.
Within 10 seconds af-
ter turning to OFF
Insert the Registration Key (see 1 on the previous
page) into the starter switch and turn it from OFF
to ON.
Turn it back to OFF, and pull out the Registration

Key.
Can you start the engine with any key (Registration

No.
Key or Immobilizer Keys) registered through the Unsuccessful registration. Return to the first step.
steps above?
Yes.
Registration completed.
Important
During the registration procedure, you may find that the key you are trying to register is a wrong key or
that you moved to a wrong step. If this happens, stop the registration where you are, wait for at least 30
seconds, then restart the procedure from the first step.
TB1140 III-138
TROUBLESHOOTING
If the engine fails to start, check the following.
Checking the Machine
No.
Are the battery terminals connected? Connect the battery.
Yes.
No.
Is the battery voltage normal? Replace the battery.
Yes.
Yes.
Is the starter motor working? The machine is faulty.
No.
Checking the Key
Are you using a key registered with the machine No. Use a key registered with the
you want to operate? machine.
Yes. No idea.
Refer to “Check the Name of the

Unregistered
Key” of the instruction manual
of the office, and check whether The name on the key is illegible.
the key has been registered with
the machine in question.
Registered.
Can you start the engine with another key (Immo- The key is faulty. Use another
Yes.
bilizer Key or Registration Key) registered with registered key or register a new
the machine? immobilizer key.
No.
Important
<Proceed to Checking the System on the Machine> You may use the Registration Key to check the
system, but take care because if you lose or
damage it, the system may need to be replaced.
III-139 TB1140
Checking the System on the Machine
Yes.
Is the fuse on the main harness blown? Replace the fuse.
No.
Is the antenna in the starter switch section installed No.

Install the antenna properly and restart the engine.
in the proper location?
Yes. If the restarting fails
Remove the connector (Pin 2) connecting the an-

tenna and main harness, and measure the resistance No.
Antenna is faulty. Replace the antenna.
between the two pins on the antenna side. Is the
resistance value 1.2 ohms or less?
No.
Checking the Connector Terminals

Check the continuity of the connector terminals connected to the controller on the machine and make
sure the voltage is proper.
Terminal No. Function Check Condition Normal value

5 - earth ∗1 Power Voltage Normal Battery voltage
7 - earth ST Voltage Starter switch at “START” Battery voltage
8 - earth ON Voltage Starter switch at “ON” Battery voltage
1 - earth GND Continuity Normal Continuity exists
2 - 10 Antenna Resistance Normal 1.2 Ω or less
∗1: Connect the earth to the frame grounding.
Connector Terminal No.

1 2 3 4
5 6 7 8 9 10
Normal Abnormal
Controller is faulty. Check the connectors and their connections in the

Replace the system. system according to the installation manual.
If there is no problem with the connections, the
harness may be faulty.
Replace the harness.
TB1140 III-140
IV . HYDRAULIC UNITS
IV-1 TB1140
HYDRAULIC UNITS
CONTENTS
Hydraulic Pump ..................................................................................................................................................... 3

Gear Pump ........................................................................................................................................................... 23
Control Valve ...................................................................................................................................................... 31
Solenoide Valve (2-Section) ................................................................................................................................ 69
Solenoide Valve (1-Section) ................................................................................................................................ 75
Shockless Valve ................................................................................................................................................... 81
Pilot Valve ........................................................................................................................................................... 85
Pilot Valve (Travel) ............................................................................................................................................. 97
Pilot Valve (Swing, Dozer Blade) ..................................................................................................................... 111
Cylinders ............................................................................................................................................................ 115
Dozer Blade Cylinder ........................................................................................................................................ 131
Travel Motor ...................................................................................................................................................... 139
Slew Motor ........................................................................................................................................................ 165
Swivel Joint ....................................................................................................................................................... 183
TB1140 IV-2
HYDRAULIC PUMP HYDRAULIC UNITS
HYDRAULIC PUMP
CONSTRUCTION
31 44 42 29 15 28,32 33 45 5 3 20 37 8 9 2 16
50 30 50 35
46 38
49 51
36 18
14
11
17
4
47
1
A A
43
34
16
6 27 13 10 23 25,41 12 21 24,39 26,40 48 22 7 19
52
SECTION A-A
N0D100E
1. Shaft 14. Swash Plate 27. Plug 40. O-ring

2. Shaft 15. Bushing 28. Pin 41. O-ring
3. 1st Gear 16. Support 29. Servo Piston 42. O-ring
4. Collar Bearing 17. Cover 30. Stopper 43. Oil Seal
5. Needle Bearing 18. Cover 31. Stopper 44. Backup Ring
6. Spacer 19. Housing 32. Pin 45. Backup Ring
7. Cylinder Block 20. Block 33. O-ring 46. Nut
8. Piston 21. Valve Plate 34. O-ring 47. Ring
9. Shoe 22. Valve Plate 35. O-ring 48. Pin
10. Shoe Holder 23. Cap Screw 36. O-ring 49. Spring Pin
11. Guide 24. Plug 37. O-ring 50. Screw
12. Spring 25. Plug 38. O-ring 51. Adjusting Screw
13. Shoe Plate 26. Plug 39. O-ring 52. PTO Unit
IV-3 TB1140
HYDRAULIC UNITS HYDRAULIC PUMP
Regulator Assembly
A
P2
P1
a4
P1
40 HYDRAULIC CIRCUIT B
P1 24
30
a4
P1
P1
1,41
53
32 2 33 34 36 21 31 22 23 35 44
VIEW C SECTION B-B
39 27 28 46 25 26 3 12 17
51 49 48 41 29 18
5 A 47 20 16
B 45 44
7
54
C
8
6 52
A B 4 19 15
37 37
42
38 43
50
10 9 11 13 14
SECTION A-A
N0D101E
1. Plug 15. Adjusting Stem 29. Spring 43. O-ring

2. Plug 16. Adjusting Screw 30. Plate 44. Nut
3. Case 17. Cover 31. O-ring 45. Ring
4. Lever 18. Lock Nut 32. O-ring 46. Ring
5. Lever 19. Sleeve 33. O-ring 47. Ring
6. Lever 20. Cover 34. O-ring 48. Pin
7. Plug 21. Piston 35. O-ring 49. Pin
8. Plug 22. Spring Seat 36. O-ring 50. Pin
9. Piston 23. Adjusting Stem 37. O-ring 51. Pin
10. Case 24. Spring 38. O-ring 52. Pin
11. Rod 25. Sleeve 39. O-ring 53. Set Screw
12. Spring Seat 26. Spool 40. O-ring 54. Adjusting Screw
13. Spring 27. Spring Seat 41. O-ring
14. Spring 28. Spring 42. O-ring
TB1140 IV-4
PTO Unit
4 9
10 12
11
3 a5
14
2
5
8 A3
1
6
13
15
7
B3
FRONT REAR
SIDE SIDE
N0D102E
1. Shaft 9. Plug
2. 2nd Gear 10. O-ring
3. 3rd Gear 11. O-ring
4. Ball Bearing 12. Ring
5. Roller Bearing 13. Ring
6. Spacer 14. Ring
7. Cover 15. Pin
8. Case
IV-5 TB1140
OPERATION
Piston Pump
This pump is composed of two variable displacement 7 2 1 5 GEAR PUMP
piston pumps that deliver equal volume on the same
shaft and a gear pump on a different shaft. 6
Nine Pistons (2) are incorporated into the cylinder
block (1) and the end surface is jointed to the valve A A
plate (5) which contains a suction port (3) and
discharge port (4). Also, the rotation of the cylinder
block (1) is free. The cylinder block is connected to SECTION A-A
the drive shaft (6) via a spline. On the other hand, the
swash plate (7) is fastened to the housing at a prede-
termined slant and the piston (2) is constructed so that N0D103E
it ratates along this swash plate (7).

By rotating the drive shaft (6), the cylinder block (1)
7 2
rotates an the piston (2), incorporated into the cylin-
der block (1), follows the swash plate (7) in a recipro-
1
cating motion, performing the suction and discharge 5
actions of a pump.
In this way, the 9 pistons (2) perform 1 suction and 4
discharge stroke for each revolution of the cylinder
block (1), so by turning the drive shaft (6) continu-
ously, the pump carries out continuous suction and
DISCHARGE
discharge.
The stroke displacement of the pistons (2) depends on SUCTION STROKE
SUCTION
the slant of the swash plate (7), so the discharge flow DISCHARGE
STROKE
can be changed by changing the slant of the swash 3 N0D104E
plate (7).
Regulator
This regulator provides three control functions. The
flow rate control function delivers only the required D
flow by the pilot pressure Pi from the control valve.
The horsepower control function prevents overload
B,E
of the motor by the delivery pressures P1 and P2. The T
power shift control function controls the horsepower Cl
P1
to be set for the pump by the power shift pressure Pf
from the pump Pr (of the 2nd auxiliary hydraulic
P1
circuit or the dozer blade). When these control func-
tions are active in compound, the low inclination Pf
A
angle (low flow rate) command has priority by auto- C,F
matic arithmetic operation. P2 Pi D N0D105
TB1140 IV-6
1. Flow Rate Control
The pilot pressure Pi from the control valve controls
the inclination angle (delivery rate) of the swash plate
of the pump.
The regulator employs the negative control system
DELIVERY FLOW Q
that reduces the delivery rate Q as the pilot pressure Pi
increases. When the pilot pressure Pi for the flow
required for the operation is commanded, the pump
delivers only that required flow, eliminating unneces-
sary power consumption.
PILOT PRESSURE Pi
N0D106E
Flow Rate Reduction

When the pilot pressure Pi from the port Ps2 of the 14 11
control valve increases, the piston (1) moves to the
right and stops still at the position where the force of
the spring (2) and the hydraulic pressure balance. The B 5
P1 Cl T 12
pin (4) fixed to the lever (3) is fitted in the slot (A) of
the piston (1), and the lever (3) pivots left-handedly C
on the fixed pin (5) of the supporting point (B) as the 3
15 Pi 7
piston (1) moves. In the hole (C) of the lever (3), the
pin (7) fixed to the lever (6) protrudes, and the pin (7) 4 A
moves to the right as the lever (3) turns left-handedly. 13 1 10 6
The pin (10) fixed to the tilt-rotating pin (9) that tilts D 2
the swash plate (8) at an inclination angle is fit in the
opposing-flat section (D) of the lever (6), and the
lever (6) pivots right-handedly on the opposing- flat 9 P1
Ps2
section (D). The spool (11) is connected to the lever 8
(6) via the pin (12), and the spool (11) moves to the
right.
When the spool (11) moves, the delivery pressure P1
is conducted to the port C1 through the spool (11) and
to the large diameter section of the servo piston (13).
The delivery pressure P1 is always conducted to the
small diameter section of the servo piston (13), and
the difference of the areas causes the servo piston (13)
to move to the right, reducing the inclination angle.
When the servo piston (13) moves to the right, the
N0D107
opposing-flat section (D) moves to the right too. As
the spool (11) is equipped with the spring (14) that
exerts the force to keep the spool (11) pulling to the
left, the pin (7) is thrust against the hole (C) of the
lever (3). Therefore, as the opposing-flat section (D)
moves, the lever (6) pivots left-handedly on the hole
(C), and the spool (11) moves to the left. With this
movement, the opening between the sleeve (15) and
the spool (11) starts narrowing gradually, and the
servo piston (13) stops at the position where the
opening completely closes.
IV-7 TB1140
Flow Rate Increase

When the pilot pressure Pi decreases, the piston (1)
moves to the left by the force of the spring (2), and the 14 11
lever (3) pivots right-handedly on the section B.
The pin (7) is thrust against the hole (C) of the lever
(3) by the spring (14) by way of the spool (11), the pin B 12
P1 Cl T C
(12) and the lever (6), and when the lever (3) turns
right-handedly, the lever (6) pivots left-handedly on 3
the opposing-flat section (D), and the spool (11)
15 Pi 7
moves to the left.
When the spool (11) moves, the port Cl is connected
to the port T, the pressure of the large diameter section 13 1 6
of the servo piston (13) is released, and the delivery D 2
pressure P1 of the small diameter section moves the
servo piston (13) to the left, increasing the flow rate.
As the servo piston (13) moves, the opposing-flat P1
Ps2
section (D) moves to the left, the lever (6) pivots right-
handedly on the hole (C), and the spool (11) moves to
the right. The spool (11) moves until the opening
between the spool (11) and the sleeve (15) closes.
N0D108
2. Horsepower Control
The input torque is controlled not to exceed a pre-
scribed value by automatically reducing the pump’s
inclination angle (delivery rate) in accordance with
the increase of the delivery pressure P1 of one pump
and the delivery pressure P2 of the other pump.
(When the rotational speed is constant, the input
horsepower is constant.)
DELIVERY FLOW Q
In case of a tandem double pump, concurrent total

horsepower system is employed that actuates the
pump by the sum of the load pressures of the two
pumps, and when the horsepower control is active, the
regulator of each pump is controlled to be at the same
inclination angle (delivery rate). Therefore, when the
horsepower control is active, the engine is automati-
cally prevented from becoming overloaded regard- DELIVERY PRESSURE (P1+P2)
less of the loads of the two pumps. N0D109E
TB1140 IV-8
Overload Prevention
When the delivery pressure P1 of one pump or the
other pump delivery pressure P2 increases, the pres-
sure P1 or P2 is applied to the joggled section of the 11 15
pistons (16), and the rod (17) is pushed and moved to
the right until the forces of the springs (18) and (19)
balance with the hydraulic pressure. The movement P1 Cl T
E 5 F
of the rod (17) is conveyed to the lever (20) via the pin
20
(4), and the lever (20) pivots left-handedly on the
supporting point (E). The pin (7) fixed to the lever (6) 7
protrudes in the hole (F) of the lever (20), and as the
P2 P1
lever (20) rotates left-handedly, the lever (6) pivots
right-handedly on the opposing-flat section (D), and 16 13 17 4
the spool (11) moves to the right. 6 1819
When the spool (11) moves, the delivery pressure P1
reduces the delivery rate to the large dimension sec- D P1
tion of the servo piston (13) via the port Cl, preventing
the motor from being overloaded.
The movement of the servo piston (13) is conveyed to
the lever (6) via the opposing-flat section (D), and the
lever (6) pivots left-handedly on the hole (F). The
spool (11) moves until the opening between the spool
(11) and the sleeve (15) closes.
N0D110
Flow Rate Return

When the self-pump delivery pressure P1 or the other
pump delivery pressure P2 decreases, the rod (16) is 11 15
pushed back by the springs (18) and (19), and the lever
(20) pivots right-handedly on the supporting point
(E). In accordance with the right-handed rotation of P1 Cl T
E 5 F
the lever (20), the lever (6) pivots left-handedly on the
20
opposing-flat section (D), and the spool (11) moves to
the left. Therefore, the port Cl opens to the tank port, 7
the pressure of the large diameter section of the servo
P2 P1
piston (13) is released, and the servo piston (13)
moves to the left, increasing the pump delivery rate. 16 13 17
6 1819
The movement of the servo piston (13) is conveyed to
the spool (11) via the lever (6) mechanism and contin-
ues until the opening between the spool (11) and the P1
D
sleeve (15) closes.
N0D111
IV-9 TB1140
3. Power Shift (Reduced Horsepower Control)

The pressure of the pump Pr (of the 2nd auxiliary
hydraulic circuit or the dozer blade) controls the
horsepower to be set for the pump as the power shift
pressure Pf.
DELIVERY FLOW Q
When the power shift pressure Pf increases, the rod
(17) moves to the right via the pin (21) and the piston
(16). As same as explained in the operation for pre-
venting the overload of the horsepower control, the
pump inclination angle decreases and the horsepower
to be set decreases. On the contrary, when the power
shift pressure Pf decreases, the horsepower to be set
increases. DELIVERY PRESSURE (P1+P2)
N0D112E
P1Cl T
Pf
P2 P1
21 16 17
P1
Pr N0D113
4. Priority Mechanism of Low Inclination Angle

(Low Flow Rate) Command 20 11 3 11 F
As explained above, the inclination angle command C
for the flow rate and the horsepower control is con-
veyed to the lever (6) and the spool (11) via the holes F 7
(C) and (F) of the lever (3) and the hole (F) of the lever
(20), respectively. In this figure, the inclination angle C
for the lever (3) is commanded to be larger than that
for the lever (20), but the pin (7) contacts only the hole
(F) of the lever (20) to reduce the inclination angle.
Therefore, the hole (C) of the lever (3) is free from
contacting the pin (7). 6
The low inclination angle command of the flow rate N0D114
control and the horsepower control is given a priority

by such a mechanical selection system. 4 3
PTO Group
The PTO group is composed of the first gear (1), the 5
second gear (2), and the third gear (3). The second
gear (2) and the third gear (3) are supported by the
bearings (4) and (5), respectively. 2
When the driving shaft rotates, its rotation is output to
the first gear (1) and through the second gear (2)
conveyed to the third gear (3) to drive the gear pump
connected to the third gear (3).
1
N0D115
TB1140 IV-10
Gear Pump
The gear pump consists of a single gear case, inside of
which is a drive gear (1) and a driven gear (2) engaged
with each other. By turning the drive shaft (3), the
space between the case and the gears is filled with oil.
This oil is thus sent through the pump from the inlet
to the outlet.
INLET OUTLET
Y1-D101E
IV-11 TB1140
General Cautions
• Carry out disassembly and assembly operations in • Replace all seals with new ones each time the pump
a clean place and provide clean containers to place is disassembled, coating them lightly with grease.
the disassembled parts in. • Check each part to make sure there is no abnormal
• Before disassembly, clean around the ports and wear or seizing and use sandpaper, etc. to remove
remove the paint from each joint using a wire any burrs, sharp edges, etc.
brush. • Adjust adjustment screws only when required.
• Clean each of the disassembled parts with a clean-
ing oil such as diesel fuel.
• Make match marks on each part so that they will be
assembled in the same positions when assembled.
The following describes the disassembly procedure.

For assembly, refer to the construction diagram and
follow the disassembly procedure in the reverse or-
der.
Disassembly
Hydraulic Pump
1. Loosen the drain plugs (1) and drain out the oil.
Plug: 110 N·m
1 1
N0D116
2. Remove the cap screws and remove the regula-

tors (2).
• When reassembling, do not mix up the front 2
regulator with the rear regulator.
• When reassembling, be sure to tuck the lever
(3) of the regulator into the inclination pin (4).
Cap Screw: 29 N·m
3
4 N0D118 N0D117
3. Remove the flange socket, then remove the PTO

unit (5).
Flange Socket: 33.3 N·m 6 6 5
4. Remove the cap screws (6).

Cap Screw: 240 N·m
N0D119
TB1140 IV-12
5. Separate the housings (7) from the valve block
(8).
• Place the pump on the worktable horizontally 7 8 7
with the regulator installation surface posi-
tioned on the downside. In order not to damage
the installation surface, put a rubber plate or
the like on the worktable, in advance.
• When reassembling, install the housing on the
side of the rear pump, first.
6. Remove the 1st gear from the valve block (8).
N0D120
From the step 7, the procedure for disassembling the

front pump is described. For disassembling the rear
pump, follow the same procedure.
7. Remove the cylinder block from the shaft.

• Be sure to pull out the cylinder block straight.
N0D121
8. Remove the guide (9), the springs (10), the holder 11 7 12

(11), and the pistons (12) from the cylinder block
(7).
9
• Disassemble the inside of the cylinder block
(7) only when required.
10 N0D122
9. Remove the cap screws, then remove the cover.

• Tack the bolt into the vent (M6 tap) of the cover
temporarily, and pull it out.
• Take care not to damage the oil seal.
Cap Screw: 12 N·m
N0D123
IV-13 TB1140
10. Remove the support from the housing.

• Tap the flange section of the support lightly
with a plastic hammer.
N0D124
11. Remove the shoe plate and swash plate from the
housing.
• When reassembling, apply grease over the
nutation section of the swash plate and the
support, and confirm that the swash plate moves
smoothly.
N0D125
12. Remove the shaft from the support.

• When reassembling, install the shaft by lightly
tapping its outer bearing ring with the plastic
hammer and insert the shaft to the innermost
recesses by using a steel stick or the like.
N0D126
13. Remove the valve plate from the valve block.

• When reassembling, be sure to install the valve
plate in the correct direction.
N0D127
TB1140 IV-14
Regulator
1. Remove the O-rings from the cover (1).
2
2. Remove the cap screws and remove the cover (2), 3
the remove the O-ring from the cover. 4
• Adjust adjustment screws only when required. 5
Cap Screw: 12 N·m
3. Remove the springs (3), (4) and spring seat (5).
1
N0D128
4. Remove the adjusting stem (6), then the spring (7)

and spring seat (8).
• Tuck in the bolt (M4 tap) into the screw hole of 6
the adjusting stem and pull it out. 7
8
N0D129
5. Remove the cap screws, the remove the cover (9)

and the O-rings.
Cap Screw: 12 N·m 16
15
6. Remove the pin (10) and the sleeve (11). 14
13
12
7. Remove the spring (12).
9
8. Remove the snap ring (13), then remove the 11

spring seat (14), spring (15) and the sleeve (16). 10
N0D130
9. Remove the snap rings (17).
10. Remove the plugs (18) and (19), then the O-rings
from the plugs.
• Tuck in the bolt (M6 tap) into the screw hole of 18
the plug and pull it out.
17
19
17
N0D131
IV-15 TB1140
11. Remove the lever (20).

• Be sure to use the tweezers.
• Do not pull out the pin (21). 22
12. Remove the pin (22), then remove the lever (23). 21
• The pin must be pull out without touching the
lever by using a round (4 mm in diameter) 20
stick.
13. Remove the lever (24).

• Do not pull out the pin (21).
24 21
23 N0D132
14. Remove the piston (25) and the spool (26).
15. Remove the case (27), the piston (28) and the rod
(29). 26
29
28
27
25
N0D133
PTO unit
1. Remove the snap ring (1), then remove the shaft
(2) and the 2nd gear (3).
5 4
3 1
N0D135 N0D134
2. Remove the snap ring (4) and 3rd gear (5).
N0D136
TB1140 IV-16
Checking the Parts
Parts Judgment Criteria Treatment

Piston and cylinder • A clearance S of 0.028 mm or more • Replace
block assembly between the piston and the cylinder
block
• Occurrence of scratches, scoring, • Replace
abnormal wear, etc. on sliding parts
Slack of the piston • A slack S of 0~0.1 mm or more for • Replace

shoe the piston shoe
S
Shoe thickness • Shoe thickness T must be 3.9 mm or • Replace the pis-

T
less. ton and the shoe

N0D137 assembly.
Valve plate • No abnormal scratches (0.02 mm or • Correct by lapping

more), wear, or sticking for the slid- or replace.
ing surfaces
Bushing • No abnormal wear or harmful • Replace
scratches of the sliding surfaces
Seals and O-rings • At the time of reassembly after dis- • Replace
assembly
Drive gear and • No abnormal scratches, wear, or • Replace
driven gear flaking of the tooth surfaces
Ball bearings and • No abnormal scratches, wear, or • Replace the shaft
needle bearings flaking of the rolling surfaces and the assembly.
Adjustment of Regulator 1 2
This regulator can adjust the maximum and minimum
flow rates, horsepower control properties, and flow
rate control properties by the setscrew. For individual
DELIVERY FLOW Q
adjustment values and associated change values, refer

to the list of adjustment values.
Adjustment of Maximum Flow Rate

Loosen the locknut (2) and turn the setscrew (1).
To decrease the flow rate, turn the setscrew clock-
wise.
To increase the flow rate, turn the setscrew counter- PILOT PRESSURE Pi
clockwise. N0D138E
IV-17 TB1140
Adjustment of Minimum Flow Rate

Loosen the locknut (4) and turn the setscrew (3).
4 3
To increase the flow rate, turn the setscrew clockwise.
• Excessive turning will increase the power required
for delivering the maximum pressure (at the time
DELIVERY FLOW Q
of relief).
To decrease the flow rate, turn the setscrew coun-
terclockwise.
PILOT PRESSURE Pi
N0D139E
Adjustment of Horsepower Control

65
To change the horsepower to be set, adjust the set-
screws of the front and rear pumps to the same level. 7
1. Adjustment of Outer Spring
DELIVERY FLOW Q
Loosen the locknut (6) and turn the setscrew (5). 8
To increase the horsepower, turn the setscrew clock-
wise.
To decrease the horsepower, turn the setscrew coun-
terclockwise.
When the setscrew (5) turns (N rotations), the set-
screw (7) of the inner spring turns simultaneously,
changing the inner spring set value. Therefore, turn DELIVERY PRESSURE (P1+P2)
the setscrew (7) in the reverse direction as many as N0D140E
N × A* rotations before turning the setscrew (5).

* : See “List of Adjustments.”
2. Adjustment of Inner Spring 7

Loosen the locknut (8) and turns the setscrew (7).
DELIVERY FLOW Q
To increase the horsepower, turns the setscrew clock- 8

wise.
To decrease the horsepower, turn the setscrew coun-
terclockwise.
DELIVERY PRESSURE (P1+P2)

N0D141E
Adjustment of Flow Rate Control

Loosen the locknut (10) and turns the setscrew (9).
To increase the flow rate, turn the setscrew clockwise.
To decrease the flow rate, turn the setscrew counter- 9
DELIVERY FLOW Q
clockwise
10
PILOT PRESSURE Pi
N0D142E
TB1140 IV-18
List of Adjustments
Engine speed: 2050 min-1
Adjustment of maximum flow rate

Tightening (clockwise) +1/4
Setscrew (1)
Change of flow rate (L/min) -3.3
Adjustment of minimum flow rate

Setscrew (3)
Change of flow rate (L/min) +3.3
Adjustment of horsepower control

1. Adjustment of outer spring
Change of pressure at the be-
+1.88
Setscrew (5) ginning of the control (MPa)
Change of input torque (N·m) +27.9
A 1.90
2. Adjustment of inner spring

Setscrew (7) Change of flow rate (L/min) +5.5
Change of input torque (N·m) +23.6
Adjustment of flow rate control properties

Change of pressure at the be-
Setscrew (9) +0.18
ginning of the control (MPa)
Change of flow rate (L/min) +7.7
IV-19 TB1140
TROUBLESHOOTING
Symptom Probable Causes Remedy

Noise is loud. Abnormal • The suction hose is pinched or the suc- • Remove the dirt or eliminate the pinched
noise is generated. tion filter is clogged. condition of the hose.
• The suction side joint is loose and air is • Retighten each joint.
being sucked in.
• The hydraulic oil’s viscosity is too high • Replace the hydraulic oil with oil of the
and cavitation is occurring. proper viscosity.
• The pump is off center with respect to • Center the pump with respect to the
the engine. engine.
• There are bubbles in the hydraulic oil. • Investigate the cause of the bubbles and
repair it.
• The engine’s speed is higher than the • Operate the engine at the specified speed.
specified speed.
• The drain back pressure is higher than • Check and replace the drain piping.
the specified pressure.
• The bearing, etc. is mechanically dam- • Replace the damaged parts or replace
aged. the pump.
Discharge is insufficient. • The engine’s speed is too low. • Operate the engine at the specified speed.
• The oil temperature is abnormally high. • Stop the machine and let the oil cool off,
then check again.
• The hydraulic oil’s viscosity is too high. • Replace the hydraulic oil with oil of the
proper viscosity.
• The pump’s volumetric efficiency has • Replace the pump.
dropped.
• The horsepower setting adjustment • Reset the screw and lock it.
screw is loose.
• The oil level in the tank is low. • Replenish the tank with hydraulic oil to
the specified level.
• The suction side pipe or the suction • Clean the piping.
filter is clogged.
• The amount of leakage from hydraulic • Repair the hydraulic device or replace
devices other than the pump is increasing. it.
Pressure doesn’t rise. • The relief valve setting has dropped. • Reset the relief valve setting.
• The amount of leakage from hydraulic • Repair the hydraulic device or replace
devices other than the pump is increasing. it.
• The pump’s volumetric efficiency has
dropped. • Replace the pump.
Engine is overloaded. • The power shift pressure Pf is low. • Repair or replace the pump Pr.
• The piston and the rod of the regulator • Repair or replace the regulator.
are stuck.
The maximum flow rate • Inspect the power shift pressure Pi. • Repair or replace the control valve.
is not achieved. • The piston and the spool of the regulator • Repair or replace the regulator.
are stuck.
Abnormal heat is gener- • Leakage from the pump is increasing. • Replace the pump.
ated. • The bearings, etc. are mechanically dam- • Replace the damaged parts or replace
aged. the pump.
• There is seizing of sliding parts. • Replace the damaged parts or replace
the pump.
TB1140 IV-20

Hydraulic oil is leaking. • Seals are damaged. • Replace the seals.
• The shaft surface which slides against • Replace the shaft or replace the pump.
the oil seal is worn.
• The plug or bolts are loose. • Tighten them or replace the seals.
IV-21 TB1140
TB1140 IV-22
GEAR PUMP HYDRAULIC UNITS
GEAR PUMP
CONSTRUCTION
11 10 1 9 2 3 5 6
7 8 4
N0D150
1. Flange 5. Bushing 9. Gasket

2. Housing 6. Rear Cover 10. Oil Seal
3. Drive Gear 7. Buckup Ring 11. Snap Ring
4. Driven Gear 8. Gasket
Gear Pump
The gear pump consists of a single gear case, inside of
which is a drive gear (1) and a driven gear (2) engaged
with each other. By turning the drive shaft (3), the
space between the case and the gears is filled with oil.
This oil is thus sent through the pump from the inlet
to the outlet.
INLET OUTLET
Y1-D101E
IV-23 TB1140
HYDRAULIC UNITS GEAR PUMP
General Cautions
• Carry out disassembly and assembly operations in • Replace all seals with new ones each time the pump
brush. • Adjust adjustment screws only when required.
• Clean each of the disassembled parts with a clean-
ing oil such as diesel fuel.
assembled in the same positions when assembled.
Following is an explanation of the gear pump disas-

sembly procedure.
Follow the procedure used to disassemble the gear
pump in reverse order when reassembling it.
1. Remove the cap screws.

Screw: 98~108 N·m
2. Remove the flange (1).

1
4
3
3. Remove the snap ring (3) and the oil seal (4) from
the flange (1).
• Be careful not to scratch or otherwise damage
the flange.
• When re-assembling, install the oil seal using
the jigs A and B.
N0D151
4 1
T7D152
TB1140 IV-24
4. Remove the gasket (2) from the flange (1).
5. Remove the backup ring (5) and gasket (6) from 1 2 5 6

the flange (1).
N0D152
6 5
DISCHARGE SIDE SUCTION SIDE
N0D153E
6. Remove the bushing (7), the bushing (8), the

drive gear (9), and the driven gear (10) from the
housing. 9
• Be careful to keep the bushings separated and
in their original places.
• Be careful not to scratch or otherwise damage 7
the inside of the housing. 8
10 N0D154
7. Remove the gasket (2) from the adapter plate

(11). DISCHARGE SIDE
8. Remove the backup ring (5) and gasket (6) from 2

the rear cover. 5
6
SUCTION SIDE
N0D155E
IV-25 TB1140
Checking Parts
After checking the disassembled parts for dirt or
discoloration, clean them with diesel fuel. However,
do not let diesel fuel get on rubber parts. Check each
part for the following points and if there is any trouble,
repair or replace the part.
Housing
SUCTION SIDE
SUCTION SIDE DISCHARGE SIDE

CONTACT MARKS
DISCHARGE SIDE DEPTH OF CONTACT MARKS:

CONTACT MARKS T7D157E A 0.15mm T7D158E
The gear pump is made so that the crests of the gear

teeth make light contact with the housing walls as a
means of increasing its efficiency. Therefore, contact
marks can be seen near the suction port in any pump
that has been operated.
It is normal if the depth of the contact marks is within
0.1 mm. If the depth exceeds the use limit in the above
figure, replace the pump assembly.
Bushing
The ideal situation is for the sliding surfaces to have
no roughness and for the suction side half to be
lustrous. Also, it is satisfactory if strong contact
marks can be seen on the side surface on the suction
side and minute contact marks can be seen on the
discharge side.
• Contact marks can be seen on the sliding surface of
the entire bearing inner diameter and it is so rough
that it looks like it has been clawed.
• There is a large number of scratches around the
circumference of the side surface and it is so rough
that it looks like it has been clawed.
• There are marks from foreign matter biting into the
sliding surface of the bearing inner diameter and
the side surface.
Dirty hydraulic oil is one likely cause of such wear. In
such a case, replace the hydraulic oil and flush out
affected hydraulic circuit completely.
TB1140 IV-26
Other likely causes are as follows.
• Excessive load due to damage to the relief valve.
• Cavitaion or aeration.
• Hydraulic oil temperature is too high.
• Hydraulic oil is deteriorated.
• Hydraulic oil’s viscosity is low.
If it is necessary to replace the bushings, this means
that the gear shaft and gear side surfaces are also
rough or worn severely, so replace the gears at the
same time as the bushings are replaced.
Gear
Replace a gear if it is in the following condition.
1. The shaft or the gear side surfaces ar so rough that
they look like they have been clawed.
2. There are cracks in the tooth roots and there is
extreme abnormal wear in the tooth surfaces.
3. None of the points coming into contact with the
oil seal should be abraded to a depth in excess of
0.1 mm.
Seals
• Check oil seals for scratches in the seal surface,
wear, deformation or deterioration of the rubber’s
elasticity. If a seal is abnormal, replace it.
• Replace seals when the hydraulic pump is disas-
sembled.
• Check the backup ring for scaling and cutting. If it
is abnormal, replace it.
Test Operation
The best method for testing the pump’s operation is to 4. Next, run the pump so that it reaches the rated
mount it in a test stand. However, if that cannot be pressure ( “II. Specifications, Specification
done, test it under the conditions it would be subjected Tables”) for 5 minutes at a time for each addi-
to if it were installed in the machine. tional 1.96~2.94 kPa of pressure.
Also, if any abnormal wear is discovered during Afterward, after operating each ciruit for about 5
disassembly, be sure to replace the hydraulic oil and minutes, replace the return filter or clean it.
return filter. In addition, during the process of raising the pressure,
1. Install a pressure gauge in the high pressure pay careful attention to the oil temperature, the pump’s
piping near the pump. surface temperature and the operating noise. If the oil
2. Run the engine at 500~1,000 rpm and set the temperature or the pump’s surface temperature be-
control valve in the neutral position. come abnormally high, eliminate the load from the
3. Run the pump for 10 minutes under the conditions pump and let the temperature drop before resuming
in (2), then increase the engine’s speed to the test.
1,500~2,000 rpm and run it for another 10 min-
utes.
IV-27 TB1140
Measuring the Discharge Volume
After completing the test operation, measure the
discharge volume.
1. Connect a tester (1) to the discharge side of the
pump (2).
• There should be no mistakes made in the
tester’s pipe installation.
2. Open the tester’s loading valve and start the
engine.
3. Run the engine at the rated speed.
4. Gradually close the loading valve and apply the
rated pressure to the pump (2).
5. Measure the discharge volume and the pump’s
speed (engine speed).
IV-28 TB1140
TROUBLESHOOTING

Pump won’t discharge. • Direction of rotation is reversed. • Run the pump in the specified direc-
tion.
• Oil level in the tank is low. • Replenish the oil to the specified level.
• Suction side pipe or suction filter is • Clean the pipes.
clogged.
• Hydraulic oil’s viscosity is too high. • Replace the hydraulic oil with oil of the
proper viscosity.
• Speed is low. • Run the pump at the specified speed.
Noise level is high. • Suction side hose is crushed, the suc- • Remove the dirt or eliminate the crushed
Abnormal noise is tion filter is clogged or cavitation is condition of the hose.
generated. occurring.
• Suction side joint is loose and air is • Tighten all the joint.
being sucked in.
• Hydraulic oil’s viscosity is too high, • Replace the hydraulic oil with oil of the
and cavitation is occurring. proper viscosity.
• Pump and engine are out of center with • Correct the centering between the pump
respect to each other. and engine.
• There are bubbles in the hydraulic oil. • Investigate the cause of the bubbles
and correct it.
Oil leaks from oil seals. • Oil seal is worn, damaged or deformed. • Replace the oil seal.
Oil leaks from mating sur- • Body seal is damaged or worn by rub- • Replace with a new part.
faces between housing and bing.
flange and between hous-
ing and cover.
Discharge volume is low. • Bushing seal is damaged. • Replace the bushing.
• Cavitation is occurring. • Clean the suction filter and suction side
piping.
• Aeration is occurring. • Check for insufficient tightening of
pipes, etc. and repair.
• Viscosity of the hydraulic oil is too • Replace the hydraulic oil with oil of the
low. proper viscosity.
TB1140 IV-29
TB1140 IV-30
CONTROL VALVE HYDRAULIC UNITS
CONTROL VALVE
CONSTRUCTION
W L
53
51 51
J J
I I
H H
G G
F F
1ST AUXILIARY
E E
D Q Q D
C C
49 49
L
57 52 57 56
A B
49
2ND AUXILIARY
49
50
50 64
56
51
54 55
51
51
51
54
56
51
B
A 48
52
N0D200E
IV-31 TB1140
HYDRAULIC UNITS CONTROL VALVE
2ND AUXILIARY
47
65
67
63
L2 L2
L1 62
42 11
L1
42 11
42
TRAVEL
11
42
STRAIGHT TRAVEL
11
13 12
1
1
SECTION "L-L" SECTION "B-B"
9 8
28
11 42
11 42
11 42 1ST AUXILIARY
9 9 9
11 42 SECTION "L2-L2"
11 42 61 60 59 58 28
1 1
SECTION "A-A" 28
46
45
SECTION "L1-L1"
VIEW "W"
N0D201E
TB1140 IV-32
14 15 2 16
21 22 66 20 2
1ST AUXILIARY
14 15 2 16
SECTION "C-C"
14 15 16 2
23 15 16 2
SECTION "E-E"
14 15 16 2
19 2
SECTION "D-D"
14 2 15 16
SECTION "F-F"
N0D202E
IV-33 TB1140
14 15 16 2 28
3 35 5 18 7 10 7 41 6 43 40
27
14 16 15 2 38 37 36
24 2518 26 3
SECTION "G-G"
3
14 16 15 2 24 25 18 26
27
3
43
SECTION "I-I"
29 30 31 4 32 33 34 28
SECTION "H-H"
18 17
37 35 36 39 5 35 44
SECTION "Q-Q" SECTION "J-J"
N0D203E
TB1140 IV-34
1. O-ring 24. Poppet 47. Outlet Housing
2. O-ring 25. Spring 48. Main Relief Valve (P1, P2)
3. O-ring 26. Spacer 49. Port Relief Valve
4. O-ring 27. Anti-Drift Valve 50. Port Relief Valve
5. O-ring 28. Plug Assembly 51. Port Relief Valve
6. O-ring 29. Sleeve 52. Cap Screw
7. Backup Ring 30. Poppet 53. Cap Screw
8. O-ring 31. Spring 54. Cap Screw
9. O-ring 32. Poppet 55. Cap Screw
10. O-ring 33. Spring 56. Plug
11. Cap 34. Flange 57. Plug Assembly
12. Cap 35. Spring Holder 58. Bolt
13. Cap 36. Spring 59. Nut
14. Poppet 37. Spool End 60. Bolt
15. Spring 38. Cap 61. Nut
16. Plug 39. Cap 62. Swing Section
17. Plug Assembly 40. Plug 63. Inlet Housing
18. Plug Assembly 41. Orifice 64. Main Relief Valve (Pr)
19. Plug 42. Cap 65. 2nd Auxiliary Section
20. Plug 43. Relief Valve (Negative Control) 66. Plug Assembly
21. Poppet 44. Orifice 67. Dozer Blade Section
22. Spring 45. Poppet
23. Poppet 46. Spring
IV-35 TB1140
Swing Section
A A
9 8 6 7 5 1 10
1. Spool
3 2 2. Cap
4
3. O-ring
4. Cap
5. Poppet
6. Spring
7. O-ring
8. Plug
9. O-ring
3 SECTION A-A N0D204E 10. O-ring
Dozer Blade Section
A A
9 8 6 7 5 1 10
1. Spool
3 2 2. Cap
4 3. O-ring
4. Cap
5. Poppet
6. Spring
7. O-ring
8. Plug
9. O-ring
2nd Auxiliary Section
A A
8 6 7 5 1 10
9
1. Spool
2. Cap
4 3 2
3. O-ring
4. Cap
5. Poppet
6. Spring
7. O-ring
8. Plug
9. O-ring
TB1140 IV-36
Main Relief Valve (P1, P2)
1. Plug 8. O-ring
2 3 7 4 5 6 10 1 11 13 14 2. Sleeve 9. Backup Ring
3. Main Poppet 10. O-ring
4. Piston 11. O-ring
5. Needle Valve 12. Set Screw
6. Spring 13. Washer
7. Spring 14. Nut
8 9 12
N0D207
Main Relief Valve (Pr)

1. Plug 8. O-ring
2. Sleeve 9. Backup Ring
2 3 7 4 5 10 6 11 1 13 14 12 3. Main Poppet 10. O-ring
5. Needle Valve 12. Set Screw
6. Spring 13. Washer
7. Spring 14. Nut
9 8
L2D206
Port Relief Valve

1. Housing 10. Set Screw
5 3 7 16 6 1 8 9 13 12 10 2. Plug 11. Washer
3. Poppet 12. Nut
4. Poppet 13. O-ring
6. Needle Valve 15. Backup Ring
7. Spring 16. O-ring
9. Spring 18. Backup Ring
4 18 17 14 15 2 11
N0D208
IV-37 TB1140
Relief Valve (Negative Control)
2 4 3 1
1. Plug
2. Sleeve
3. O-ring
N0D209 4. O-ring
Anti-Drift Valve
1. Body
2. Poppet
14 3 4 5 7 13 11 10 9 12 6 1 3. Plug
4. Piston
5. Spool
15 6. Sleeve
7. Spring
8 8. Spring
9. O-ring
2 10. O-ring
11. Backup Ring
12. Backup Ring
13. O-ring
14. Plug
15. Spring Seat
N0D210
TB1140 IV-38
Fig.1
OUTLET
OPERATION
2ND AUXILIARY
CONTROL VALVE
DETAIL OF PORTION Z
DOZER BLADE
INLET HOUSING
13
SWING
12 11 9 10
IV-39
ARM 1 ARM 2
BOOM 2 BOOM 1
7
SLEW BUCKET
1ST AUXILIARY TRAVEL
4
TRAVEL STRAIGHT TRAVEL
SECTION L-L 1 3 2 5 6 SECTION R-R
N0D211E
TB1140
HYDRAULIC UNITS
Fig.2 R
L
TB1140
2ND AUXILIARY
HYDRAULIC UNITS
DOZER BLADE
SWING
I I
IV-40
ARM 1
ARM 2 SECTION I-I
BOOM 2
BOOM 1
SLEW
BUCKET
AUXILIARY
TRAVEL
TRAVEL
STRAIGHT
L R
N0D212E
CONTROL VALVE
When all spools are at the neutral position:
Neutral passages (Figs. 1 and 2) Signal passage (Fig. 2)
The oil supplied from the port P1 enters the neutral The oil supplied from the port PP flows through the
passages L1 and L2, and through the throttle Lc1 of throttle Lc3 into the port PT. The oil concurrently
the low-pressure relief valve, enters the tank passage flows through the land Lc4, the passage (6) and the
Ta, and returns to the ports T1 and T2. land Rc3, and enters the drain passage DR.
The oil supplied from the port P2 enters the neutral Part of the oil supplied from the port PP flows through
passage R1, passes through the neutral cut spool, the the throttle Lc5 into the port PA, and concurrently
oil passage R2, the throttle Rc1 of the low-pressure flows through the passage L4, the passage (9), the
relief valve and the tank passage Ta, and returns to the passage R4 and the packet spool land Rc4, and enters
ports T1 and T2. the drain passage DR.
The pressures from the pressure chambers L2 and R2 The oil passed through the throttle Lc6 enters the land
at the upper stream of the low-pressure relief valves Lc7, and flows into the tank passage Ta; or enters the
are led by the pump from the ports ps1 and ps2 to passage (5) and the travel spool land Rc5, and flows
control the delivery rate of the pumps P1 and P2. into the tank passage Ta.
When excessive oil flows into the neutral passage, the At this time, the oil passed through the passage (5)
low-pressure relief valve actuates to prevent the pres- enters the annular passage of the straight travel valve
sures in the ports ps1 and ps2 from becoming abnor- and is led into the switching pressure chamber Pts.
mally high. The chamber Tts on the opposite side of the straight
The oil supplied from the port P1 flows through the travel valve is connected to the tank passage Ta via the
passage (2), the bridge (4), the straight travel valve peripheral notch throttle of the spool to reduce the
and the passage (1), and is led to the parallel path L3. shock caused by the switching.
The parallel passage L3 is connected via each check
valve to the auxiliary hydraulic circuit, the slew
section, the boom 2 and the arm 1 section. The spools
of individual sections restrain the flow. The parallel
passage L3 is also connected to the neutral passage L1
via the passage S1-2 and the check valve S1-1, and
when the travel section (section 1) is inactive, the flow
does not pass the straight travel valve but passes
through the port P1, and enters the parallel path (13).
The oil supplied from the port Pr (pump Pr) flows
through the passage (13) of the inlet section into the
neutral passage Pg.
The oil through the blade section flows from the
passage Tg in the outlet section (cover) into the inlet
section, and then joins the mainframe tank passage
Ta.
The oil supplied from the port Pr flows through the
parallel passage G3, the check valve and the blade
section, and the spool restrains the flow.
IV-41 TB1140
Single Operation
Fig.3
NEUTRAL
CHANGE
Fig.4
NEUTRAL
CHANGE 2
N0D213E
Travel spool switching (Figs. 3 and 4) The return oil flows from the port A6 (or B6) through
When the travel spool is switched by pressurizing the the spool head section and back into the tank passage
pilot port pb1 (or pa1) of the travel section (section 1), Ta.
the oil supplied from the port P1 flows through the When one spool of the travel section (section 1 or 6)
neutral passage L1 to the spool head section and into is switched, the land Lc4 or Rc3 will close.
the port B1 (or A1). The return oil flows from the port As the flow of the oil supplied from the port PP into
A1 (or B1) to the spool head section and back into the the tank passage is interrupted, the pressure in the port
tank passage Ta. PT is increased.
When the travel spool is switched by pressurizing the
pilot port pb6 (or pa6) of the travel section (section 6),
the oil supplied from the port P2 flows through the
neutral passage R1 to the spool head section or the
passage S6-1 and into the port B6 (or A6).
At this time, the passage S6-2 will not open as the
pressure in the parallel passage R3 is equal to that in
the passage S6-1.
TB1140 IV-42
1st Auxiliary Hydraulic Circuit Spool Switching (Fig. 5)
Fig.5
1ST AUXILIARY
TRAVEL
N0D214E
Before using this section, be sure to remove the The return oil flows from port A2 (or B2) to the spool
stopper plugs of both pilot caps. head section, and back into the tank passage Ta.
If necessary, replace the shut-off valve with the over- This section employs the load check valve that allows
load relief valve, and remove the plug of the port P4. external flows to join through the port P4.
When the spool is switched by pressurizing the pilot
port pb2 (or pa2) of the 1st auxiliary hydraulic circuit
(section 2), the neutral passage L1 closes. The oil
supplied from the port P1 flows through the parallel
passage L3, the load check valve S2-1, the passage
S2-2 and the spool head section, and enters the port B2
(or A2).
IV-43 TB1140
Fig.6
SLEW
N0D215E
Slew Spool Switching (Fig. 6) Bucket Spool Switching (Fig. 6)

When the slew spool is switched by pressurizing the When the bucket spool is switched by pressurizing the
pilot port pb3 (or pa3) of the slew section (section 3), pilot port pb7 (or pa7) of the bucket (section 7), the
the neutral passage L1 closes. The oil supplied from neutral passage R1 closes. The oil supplied from the
the port P1 flows through the parallel passage L3, the port P2 passes through the parallel passage (R3), the
load check valve S3-1, the passage S3-2 and the spool load check valve S7-1, the passage S7-2 and the spool
head section, and enters the port B3 (or A3). head section, and flows into the port B7 (or A7). The
The return oil flows from the port A3 (or B3) to the return oil flows from the port A7 (or B7) to the spool
spool head section, and back into the tank passage Ta. head section and back into the tank passage Ta.
TB1140 IV-44
Boom Spool Switching
Neutral (Fig. 7)
Fig.7
N0D216E
This valve is equipped with the anti-drift valve on the A8 that is led through the passage AD2, the poppet
cylinder bottom side of the boom 1. AD3, the passage AD4, and to the spring chamber
When the spool is at the neutral position, the poppet AD5.
AD1 is securely seated by the pressure from the port
IV-45 TB1140
Raise (Second Speed Joining) (Fig. 8)

Fig.8
N0D217E
When the boom 1 spool is switched by pressurizing When the boom 2 spool is switched by pressurizing
the pilot port pa8 of the boom 1 (section 8), the neutral the pilot port pa8 of the boom 2 (section 4), the neutral
passage R1 closes. The oil supplied from the port P2 passage L1 closes. The oil supplied from the port P1
flows through the parallel passage R3, the load check flows through the parallel passage L3, the load check
valve S8-1 and the spool head section, and enters the valve S4-1, the spool head section, and the passage
port A8. (7), and joins the port A8. The return oil flows from
the port B8 to the spool head section, and back into the
tank passage Ta.
TB1140 IV-46
Lower (Regeneration)
Fig.9
N0D218E
When the boom 1 spool is switched by pressurizing to reduce the pressure in the spring cabinet AD5, the
the pilot port pb8 of the boom 1 (section 8), the neutral poppet AD1 opens, and the return oil from the port A8
passage R1 closes. The oil supplied from the port P2 flows back into the tank passage Ta. Part of the return
passes through the parallel passage R3, the load check oil pushes open the poppet S8-3 within the boom 1
valve S8-1, and the spool head section, and flows into spool, and passes through the passage S8-2 to join the
the port B8. Concurrently, if the poppet AD3 of the port B8, preventing the cavitation on the side of the
anti-drift valve is switched by pressuring the port pc2 cylinder rod.
IV-47 TB1140
Arm Spool Switching

Out (Second Speed Joining) (Fig. 10)
Fig.10
11 10
N0D219E
When the arm 1 spool is switched by pressurizing the spool head section and the passage (10), and joins the
pilot port pa5 of the arm 1 (section 5), the oil supplied port A5. Concurrently, part of the oil from the port P2
from the port P1 flows through the neutral passage L1, flows through the passage R3, the throttle S9-3, the
the load check valve S5-1, the passage S5-2 and the load check valve S9-4, the passage S9-2 and the
spool head section, and enters the port A5. passage (10), and enters the port A5. The return oil
When the arm 2 spool is switched by pressurizing the flows from the port B5 to the arm 1 spool head section,
pilot port pa9 of the arm 2 (section 9), the oil supplied and back into the tank passage Ta, as well as from the
from the port P2 flows through the neutral passage passage (11) to the arm 2 spool head section, and back
R1, the load check valve S9-1, the passage S9-2, the into the tank passage Ta.
TB1140 IV-48
Fig.11
11 10
Fig.12 N0D220E
In (Second Speed Joining) (Figs. 11 and 12) Variable Regeneration (When Arm is Pulled in) (Figs.
When the arm 1 spool is switched by pressurizing the 11 and 12)
pilot port pb5 of the arm 1 (section 5), the oil supplied When the arm is pulled in, the spool S5-6 strokes in
from the port P1 flows through the neutral passage L1, accordance with the pressure in the passage S5-2 led
the load check valve S5-1, the passage S5-2, and the from the passage S5-5, varying the opening of the
spool head section, and enters the port B5. arm’s variable regeneration throttle Lc8. If the pres-
When the arm 2 spool is switched by pressurizing the sure in the passage S5-2 is higher, the stroke volume
pilot port pb9 of the arm 2 (section 9), the oil supplied of the spool S5-6 increases and the opening of the
from the port P2 flows through the neutral passage throttle Lc8 becomes larger. On the contrary, if the
R1, the load check valve S9-1, the passage S9-2, the pressure in the passage S5-2 is lower, the stroke
spool head section, and the passage (11), and joins the volume of the spool S5-6 decreases and the opening
port B5. Concurrently, part of oil from the port P2 of the throttle Lc8 becomes smaller. Thus, the regen-
passes through the passage R3, the throttle S9-3, the eration flow rate varies with the pressure at the bottom
load check valve S9-4, the passage S9-2 and the of the arm cylinder.
passage (11), and flows into the port B5.
When the spool AD3 of the anti-drift valve is switched
by pressurizing the port pc1 to reduce the pressure in
the spring chamber AD5, the poppet AD1 opens, and
the return oil from the port A5 flows through the spool
head section, the passage S5-3, the arm variable regen-
eration throttle LC8, and back into the passage Ta. Part
of the return oil pushes open the poppet S5-4 within
the arm 1 spool, and passes through the passage S5-2
and joins the port B5, accelerating the cylinder and
preventing the cavitation on the bottom side.
IV-49 TB1140
Parallel Throttles for Arms (Figs. 10, 11, 13 and 14)
Fig.14
12
Fig.13
N0D221E
The parallel circuits for the arms of this valve are The parallel circuit of the arm 1 (section 5) pushes
provided with the throttles for the arm 1 (section 5) open the poppet S5-8 from the parallel passage L3,
and the arm 2 (section 9), and control the flow rate to and is narrowed by the throttle Lc9 of the parallel
keep an appropriate arm speed even in compound variable throttle spool and is connected to the passage
operation. S5-2 (Fig. 12).
The parallel circuit of the arm 2 (section 9) is nar- The throttle capacity of the throttle Lc9 can be varied
rowed by the throttle Rc6 of the sleeve S9-3 from the by pressurizing the pilot port pbu (Pc3).
parallel passage R3, and is connected to the passage
S9-2 via the poppet S9-4.
TB1140 IV-50
Neutral Cut Spool Switching (1st Auxiliary Hydraulic Circuit Joining)
Fig.15
N0D222E
This valve is equipped with the neutral cut spool on The oil supplied from the port P2 enters the port P3
the foot of the neutral passage R1 (upstream of the (Fig. 15) connected by the external piping, and flows
low-pressure relief valve). When the neutral cut spool through the external load check valve, the port P4
R is switched by pressurizing the port pcc, the neutral (Fig. 5) and the hollow section of the poppet S2-1 of
passage R1 closes. This interrupts the flow into the the 1st auxiliary hydraulic circuit (section2), and joins
negative control relief valve Rc1, and the signal ps2 the passage S2-2.
changes with the pressure.
Add-on Spool Switching (Fig. 16)

Fig.16
2ND AUXILIARY
N0D223E
Example: When the 2nd auxiliary hydraulic circuit is parallel passage G3, the load check valve S12-1, the
used. passage S12-2 and the spool head section, and flows
When the spool is switched by pressurizing the pilot into the port BR3 (or AR3).
port prb3 (or pra3) of the second auxiliary hydraulic The return oil flows from the port AR3 (or BR3) to the
circuit (section 12), the neutral passage Pg closes. The spool head section, and back into the tank passage Ta.
oil supplied from the port Pr passes through the
IV-51 TB1140
Relief Valves
Main Relief Valves (P1 and P2) (Fig. 17)
Fig.17
N0D224E
The oil supplied from the port P1 flows through the valve P2. When the main relief valves actuates, the
poppet LP and is led to the main relief valve P1. The maximum pressures of the pumps on the side of the
oil supplied from the port P2 flows through the poppet ports P1 and P2 are restricted.
RP and the passage (3), and is led to the main relief
Main Relief Valve (Pr) (Fig. 18)

Fig.18
N0D225E
The oil supplied from the port Pr is led to the main the maximum pressure of the pump Pr is restricted.
relief valve Pr. When the main relief valve actuates,
TB1140 IV-52
Compound Operations
Compound Operation while Traveling (Figs. 19 and 20)
1 2
N0D226E
When an operation other than travel is performed The oil supplied from the port P2 passes through the
during a right-and-left concurrent travel operation straight travel spool head section and the passage (1),
(when forward travel, backward travel, or spin turn), and flows into the parallel passage L3.
or when a right-and-left concurrent travel operation is The travel sections (sections 1 and 6) are actuated by
performed during an operation other than travel, the the oil supplied from the port P1, and the other
oil supplied from the port PP is interrupted from operating machines are actuated by the oil supplied
flowing into the tank passage Ta at the signal land from the port P2. This prevents travel curling even
section other than travel that switches the land from during compound operations consisting of the right-
Lc4 to Lc7 to Rc3 to Rc5. Thus, the pressure in the and-left concurrent travel operation and the operation
signal passage increases up to the pressure set as the of other operating machine.
relief pressure for the hydraulic pressure source for When the pressure loaded by the section other than the
signals. travel section is higher than that loaded by the travel
When the pressure in the signal passage increases, the section, part of the oil supplied from the port P2
straight travel spool is switched, and the pressure in pushes open the poppet S6-2, and passes through the
the ports PT and PA increase. throttle at the edge of the poppet, and joins the passage
When the straight travel spool is switched, the oil S6-1. This mitigates the shock of the travel speed
supplied from the port P1 flows into the neutral reduction at the time of the switching of the straight
passage L1 and then into the travel section (section 1); travel valve.
as well as into the passage (2), the straight travel spool
head section, the neutral passage R1, and then into the
travel section (section 6).
IV-53 TB1140
Anti-drift Valve
The anti-drift valve is installed on the cylinder port on
the side of the arm rod (boom head) to prevent the arm
(boom) cylinder from falling spontaneously.
In the neutral state, the pressure from the cylinder port
passes through the passage AD2, the hollow of the
poppet AD3 and the passage AD4, and is led to the
spring chamber AD5.
The spring force and the pressure difference between
the poppet areas securely seat the poppet AD1.
N0D227
When the arm is pushed out (the boom is raised), the

oil supplied from the pump pushes open the poppet
AD1 and flows into the cylinder port.
N0D228
When the arm is pulled in (or the boom is lowered), if

pc1 (or pc2) is pressurized and the poppet AD3 is
switched, the oil in the spring chamber AD5 flows
through the hollow in the poppet AD3 and the hollow
in the spool AD6, and is led to the drain passage DR.
This opens the poppet AD1 and the return oil from the
cylinder port passes through the spool and flows into
the tank passage Ta.
N0D229
TB1140 IV-54
Main Relief Valve
A main relief valve is mounted between the pump
circuit and tank circuit of each inlet housing and
serves to maintain the circuit pressure at the set value.
When the Relief Valve is NOT Operating

When the pressure in the circuit is low with respect to
the set value, the relief valve maintains equilibrium.
Hydraulic oil from the pump passes through the
orifice from chamber (C) and arrives at the spring
chamber (D) and the needle valve (1). On the other
hand, forces F and F1 are acting in the respective
arrow directions on both sides of the main poppet (2).
F = P × A Fl = P × A1
P: Pressure A, A1: Cross Sectional Area
Since the cross sectional area of A is less than that of
A1, the main poppet (2) is pushed by the force
“F1 - F” to the seat surface on the left side.
When the Relief Valve is Operating

If the circuit's pressure becomes greater than the set
value of the spring (3), the needle valve (1) is pushed
to the right by hydraulic pressure and oil flows to the
tank passage (T). When this happens, a pressure
differential is generated between the two ends of
orifice of the main poppet (2), and this hydraulic
pressure pushes the main poppet toward the right. As
a result, the pressurized oil in the circuit flows to the
tank passage.
This operation maintains the pressure in the circuit at
the set value.
IV-55 TB1140
Port Relief Valve

Relieving Operation
When the pressure in the circuit is low with respect to
the set value, the relief valve is maintained at equilib-
rium. Pressure from the pump passes from chamber B
to the orifice in piston (4), then reaches chamber C and
the needle valve (5). On the other hand, forces F and
F1 are acting in the arrow directions on both sides of
the main poppet (6).
F = P × A F1 = P × A1
P: Pressure A, A1: Sectional Area
Since the sectional area of A is less than that of A1, the
main poppet (6) is pushed by the force “F1-F” to the
seat surface on the left side.
If the pressure in the circuit becomes higher than the

force of the spring (7), the needle valve (5) is pushed
to the right by hydraulic pressure, opening. Oil then
flows around the circumference of the needle valve
(5) and passes through the slits, flowing into the tank
passage (T).
When the needle valve (5) opens, the pressure drops

on the back side of the piston (4), pushing the piston
(4) to be pushed to the right, seating with the needle
valve (5). This shuts off the flow of hydraulic oil to the
rear of the main poppet (6). As a result, the pressure
in chamber C on the inside drops.
Compared to the chamber B side, the pressure in

chamber C is low and there is no equilibrium in
pressure. For this reason, the main poppet (6) opens
and pressurized oil flows to the tank passage (T).
TB1140 IV-56
Suction Operation
When the cylinder is operated at high speed, and the
supply of oil cannot keep up with it, creating a vacuum
in chamber B, oil is supplied from the tank side,
preventing the occurrence of cavitation.
When the pressure in chamber B is lower than the
pressure in the tank passage (T), the differences in the
sectional areas A and A1 cause the main poppet (6) to
open. Thus, sufficient oil from the tank passage (T)
enters chamber B, filling the empty space.
IV-57 TB1140
WARNING
• Never disassemble the valve before releasing
the pressure. Otherwise, high pressure oil will
spout out or some parts may jump out, causing
injuries. Be sure to fully release the pressure
before starting the disassembly operation.
• Do not damage the sliding surface of the
spool. Otherwise, the spool will become stuck
and may cause the actuator to be uncontrol-
lable.
General Cautions
• Since all parts in control valves are precision • Replace all seals with new ones each time the
machined, carry out disassembly and assembly valves are disassembled.
operations in a clean place. • Spools and section bodies are specially selected for
• Before disassembly, clean the outside surfaces a precise fit. Therefore, if any damage is found in
around the valves. either of these parts, replace the section assembly
• Clean each of the disassembled parts and apply as a unit.
clean hydraulic oil to them. • Be sure to number each section and spool to avoid
• Apply hydraulic oil to sliding surfaces and apply a mistakes during assembly.
thin coating of grease to seals when assembling
them.
Following is an explanation of the control valve

disassembly procedure.
Follow the procedure used to disassemble the control
valve in reverse order when reassembling it.
Disassembly
1. Remove the main relief valves [P1, P2] (1) and
main relief valve [Pr] (2), then remove the O-ring
from the valves.
Valve (1): 78~88 N·m
Valve (2): 49~59 N·m
2
3
2. Remove the relief valves (Negative control) (3),
then remove the O-ring from the valves.
Valve (3): 103~113 N·m
3. Remove the port relief valves (4), then remove 4

the O-ring from the valves.
• Do not disassemble the relief valves unless it is 1 N0D230
necessary.
Valve: 78~88 N·m
TB1140 IV-58
4. Remove the plug (6), then remove the spring (7)
and the poppet (8). 8 7 6
Remove the O-ring from the plug (6).
Plug: 103~113 N·m
8 7 6
N0D231
5. Disassemble the travel and the straight travel

section. 8 7 6
a. Remove the plug (6), then remove the spring
(7) and the poppet (8).
Plug: 103~113 N·m
N0D232
b. Remove the cap screws, then remove the cov-

11
ers (9) and (10).
Cap Screw: 20~25 N·m 13 9
c. Remove the O-rings from the housing.
d. Remove the spool assemblies (11) and (12).
e. Remove the cap screws, then remove the cover
(13) and (14).
Cap Screw: 20~25 N·m
f. Remove the O-rings from the housing.
14 10
12 N0D233
g. Remove the screw (44), then remove the spools.

• Hold the spool with two pieces of wood so 44
that the spool will not be damaged.
• Locktite is applied to the thread, so heat the 45
section around the thread to approximately
200°C. 46
Cap Screw: 9.8~11.8 N·m
h. Remove the spring holder (45), spring (46) and 45
spring holder (45).
N0D245
IV-59 TB1140
6. Disassemble the 1st auxiliary and the travel sec-

tion.
a. Remove the plug (15), then remove the spring 17 16 15
Plug: 103~113 N·m
b. Remove the plug (6), then remove the spring
Remove the O-ring from plug (6).
Plug: 103~113 N·m
18 7 6
N0D234
c. Remove the covers (9) and (13), then remove

19
the spools (19) and (20).
“Disassemble the travel and straight travel 9
section” 13
20 N0D235
7. Disassemble the slew and the bucket section.

a. Remove the plug (6), then remove the spring 8 7 6
Plug: 103~113 N·m
8 7 6
N0D236
b. Remove the covers (9) and (13), then remove

21
“Disassemble the travel and straight travel 13 9
section”
22 N0D237
TB1140 IV-60
8. Disassemble the boom 1 and the boom 2 section.
a. Remove the cap screws, then remove the anti-
8 7 6
drift valve (23).
b. Remove the spacer (24), then remove the O-
rings and the backup ring from the spacer (24).
• Screw the bolt into the screw hole (M6 ×
1.0) at the end face of the spacer, and grab
the bolt to pull out the spacer.
c. Remove the spring (25) and the poppet (26).
d. Remove the plug (6), then remove the spring 23
Plug: 103~113 N·m 8 7 6
26 25 24
e. Remove the covers (9) and (13), then remove N0D238

“Disassemble the travel and the straight 27
travel section”
9
13
28 N0D239
9. Disassemble the arm 1 and the arm 2 section.

a. Remove the anti-drift valve (23), the spacer 26 25 24
(24), the spring (25) and the poppet (26). 23
“Disassemble the boom 1 and the boom 2
section”
N0D240
b. Remove the plug (6), then remove the spring 8 7 6

Plug: 103~113 N·m
c. Remove the cap screws, then remove the flange
(29).
d. Remove the O-ring from the housing.
e. Remove the sleeve (30), the spring (31) and
(32).
f. Remove the poppet (33) and (34).
30
33 32 34 31 29 N0D241
IV-61 TB1140
g. Remove the covers (9) and (13), then remove

“Disassemble the travel and the straight
35
travel section” 13 9
36 N0D242
10. Remove the plug (37), then remove the O-ring

from the plug (37). 41 40 39 38
Plug: 103~113 N·m 37
11. Remove the spring (38) and the spool (39).
12. Remove the sleeve (40) and the piston (41).
13. Remove the O-ring and the backup rings from the
sleeve (40).
N0D243
14. Remove the cap screws, then remove the cover

(42).
15. Remove the O-ring from the housing.
16. Remove the spool assembly (43).
42 43
N0D244
17. Disassemble the spool.

• Hold the spool with two pieces of wood so that
47
the spool will not be damaged.
• Locktite is applied to the thread, so heat the 48
section around the thread to approximately
200°C. 49
a. Remove the screw (47), then remove the spools.
Cap Screw: 19~22 N·m 48
• Apply Locktite.
b. Remove the spring holder (48), spring (49) and
spring holder (48).
N0D246
TB1140 IV-62
(50).
19. Remove the O-ring from the housing. 50
21. Disassemble the spool.

“17. Disassemble the spool”
51
N0D247
22. Remove the plug (52), then remove the spring

Plug: 73~79 N·m
52
53
54
N0D248
Add On Section 1 2
Swing, Dozer Blade, Auxiliary
1. Remove the nuts (1) and (2), then remove the
section.
Nut (1): 145~159 N·m
Nut (2): 89~97 N·m
N0D249

and the poppet (5), 3
Plug: 103~113 N·m
N0D250
IV-63 TB1140

(6).
4. Remove the O-ring from the housing.

7

6
N0D251

(8).
7. Remove the O-ring from the housing. 8
N0D252
Anti-Drift Valve
from the plug.
Plug: 147~157 N·m 4
3
2. Remove the piston (2), spool (3) and spring (4). 2
1
N0D254
TB1140 IV-64
from the plug.
Plug: 147~157 N·m
13
4. Remove the sleeve (6). Then remove the O-rings 12
(8) and (9), and the backup rings (10) and (11) 7
11
from the sleeve (6).
10 89
• When re-assembling, be sure to put the O-rings
6
and the backup rings in place. Otherwise the
boom can fall spontaneously. 5
5. Remove the poppet (7), spring seat (12), and

spring (13).
• When re-assembling, be sure to apply grease to N0D255
the edge of the poppet (7) to prevent the spring

seat and the spring from being displaced.
Main Relief Valve

1. Disassemble the plug assembly (1) and sleeve
(2), spring (3) and main poppet (4).
• The pilot seat is caulked by the tip of the plug
and cannot be disassembled.
2. Remove the lock nut (5), washer (6) and set screw
(7) from the plug assembly.
• When assembling, after installing the set screw,
first partially tighten the lock nut, then fully
tighten it after adjusting the pressure.
3. Remove the spring (8) and needle valve (9) from

plug assembly (1).
4. Remove the O-ring (10), backup ring (11) and O-

ring (12) from plug assembly (1).
IV-65 TB1140
Checking the Parts

Housing, • Scratches, rust, corrosion of the portion which slides • Replace
Section Body against the spool.
• Scratches, rust, corrosion of the seal pocket portion of • Replace
the part that enters the spool.
• Scratches, rust, corrosion of the port seal portion which • Replace
is in contact with the O-ring.
• Scratches, rust, corrosion of the seal portion of the relief • Replace
valve, etc.
• Other damage which could be a hindrance to correct • Replace
function.
Spool • Scratch marks like being clawed around the outer cir- • Replace
cumference sliding portion.
• Scratches on the portion that slides against the seals on • Replace
both ends.
• Spool not operating smoothly. • Repair or replace.
Load Check Valve • Imperfect sealing due to damage to the valve or spring. • Repair or replace.
• Does not catch, but operates lightly when inserted in the • Normal
section body and operated.
Around Springs • Rust, corrosion, deformation, breakage or other marked • Replace
damage to the spring, holder or cover.
Around Spool Seal • Oil leaking to the outside. • Repair or replace.
• Rust, corrosion or deformation of the seal holder. • Repair or replace.
Main Relief Valve, • External rust, damage. • Replace
Port Relief Valve, • Damage to valve seat contact surface. • Replace
Anti-Cavitation Valve • Damage to poppet contact surface. • Replace
• Abnormality in the spring. • Replace
• O-rings, backup rings, seals • As a rule, all these
should be replaced.
Adjusting the Main Relief Valve Pressure

“II. Specifications, Standards for Judging Per-
formance”
TB1140 IV-66
TROUBLESHOOTING
The following items are a list of all the problems that compound the trouble. It is therefore desirable to
might occur individually, but in actual practice, 2 or proceed so that the causes can be eliminated one at a
3 of these problems might occur simultaneously to time.

Oil leaks from spool seal. • Seal is scratched or the seal lip is worn • Replace with a new part.
due to long use.
• Spool’s seal sliding portion was dam- • Repair or replace the spool.
aged by some external cause (bruise,
scratch, etc.).
• Seal bulged out and the cover was in- • Return to the correct shape and check
stalled in a warped state. for eccentric wear of the seal lip.
• Paint adhered to the sliding portion of • Remove paint with paint thinner or re-
the spool’s seal portion during painting. move it mechanically. However, at this
time, be careful not to damage the spool
surface or the seal lip.
• Tank circuit’s pressure became high • Eliminate the factors causing excessive
and exceeded the pressure level that the flow resistance.
seal was capable of withstanding.
Spool’s sliding is not • Foreign matter is biting into the spool’s • Overhaul and repair or replace.
smooth. sliding surface.
• Oil film between the spool and body • Use some method to lower the oil tem-
disappears due to abnormally high oil perature or if the relief valve is operat-
temperature. ing frequently, investigate the cause
and reduce the frequency.
• Lubrication is improper due to deterio- • This could be alleviated by simply re-
rating oil. placing the hydraulic oil, or it could
require an overhaul of the circuit.
• Spool is worn from long use or due to • Check the spool’s diameter and con-
pressure bearing on one side only. sider the necessity of replacement.
• Spool is bent from externally applied • Check the spool’s straightness and other
pressure. factors, then repair or replace.
• Entire valve is strained due to strain in • Loosen the installation bolts, then cut
the installation face. the installation face and edge and check.
• Valve was used at a pressure or a flow • In the case of pressure, check with a
volume which was out of specification. pressure gauge. In the case of flow
volume, check by the actuator’s speed
of movement and the capacity.
• Bolts used to assemble the valve were • Check if the assembly bolts are tight-
tightened excessively. ened to the specified torque. If the torque
deviates markedly from the specified
torque, tighten them again.
• Oil is accumulating in the cover (the • The spool is leaking oil, so when the
side with a spring or a detent) opposite spool moves, oil leaks from the cover.
the side where the spool operates. After confirming this, replace the seal.
Cylinder drops while • Foreign matter is biting into the load • Disassemble and check, then overhaul
shifting to a lift operation. check valve seat or large scratches were or replace.
made by foreign matter biting into the
valve's seat previously.
IV-67 TB1140

Can’t be held in the spool • Could be mistaken for a great amount of • Check if it isn't just the cylinder’s natu-
neutral position (cylinder leakage in the cylinder. ral drop when the cylinder is held. If the
drops). problem is in the cylinder, disassemble
and repair it.
• The gap between the spool and body is • Replace the spool or replace the valve
large, so the amount of oil leaking from block assembly.
the spool is great.
• Spool won’t return completely to the • Manually Operated :
neutral position. Check if there is something interfering
with the link mechanism.
Pilot Operated:
Check the pilot pressure.
• Foreign matter is biting into the port • Disassemble and check, then overhaul
relief valve seat or the anti-cavitation or replace.
valve seat and oil is bypassing. Or a seat
is damaged.
The load won’t move. • Foreign matter is biting into the relief • Disassemble and check, then overhaul
(Pressure won’t increase.) valve seat and oil is bypassing. Or the or replace.
seat is damaged.
• The relief valve’s adjustment screw is • Try tightening the adjustment screw. If
loose. it is loose, correct the setting and tighten
the lock nut securely.
• Foreign matter is biting into the port • Disassemble and check, then overhaul
relief valve seat or the anti-cavitation or replace.
valve seat and oil is bypassing. Or a seat
is damaged.
• Spool stroke is not the specified stroke. • Manually Operated:
Check if there is something interfering
with the link mechanism. Check if a pin
or a pin hole in the link connection is
worn.
Pilot Operated:
Check the pilot pressure.
• Pump is damaged and no oil is dis- • Check if the pump is abnormal or not. If
charged. the pump is bad, replace it. Check if the
cause of the abnormality is air being
sucked in, deterioration of hydraulic oil
or shafts not centered, etc.
Load doesn’t move. (Pres- • The load is too heavy. • Compare with an object of the specified
sure rises.) weight.
• Mechanical resistance of connecting • Check and replenish hydraulic oil, etc.,
parts is great regardless of the hydraulic modify or repair.
pressure in the operating unit.
• A large piece of foreign matter is trapped • Find the affected place and repair it.
in the circuit or a pipe is bent, causing
great resistance.
• Spool stroke is not the specified stroke. • Check if there is something interfering
with the link mechanism. Check if a pin
or a pin hole in the link connection is
worn or not.
TB1140 IV-68
SOLENOID VALVE HYDRAULIC UNITS
SOLENOID VALVE (2-SECTION)
CONSTRUCTION
11 15 1 9 12
2 3 13 4 11
SECTION Y-Y 8
6
5
6
14 10 5 10 14
SECTION Z-Z
7 7
10,14
N0H100E
1. Cover 9. Plug
2. Plunger 10. Plug
4. Plug 12. O-ring
6. Spool 14. O-ring
7. Solenoid 15. O-ring
8. Body
IV-69 TB1140
HYDRAULIC UNITS SOLENOID VALVE
OPERATION
Solenoid Valve
When the solenoid valve is not electrified T
The oil in the port P is blocked by the spool (1). As the A
port A and port T are connected, the downstream pilot
circuit has the same pressure as the tank pressure.
1
L4D902
When the solenoid valve is electrified

A magnetic field is generated around the coil. The
push rod is pulled down to press down the spool (1), T
then the oil in port P flows into port A and conveys the A
pressure to the downstream pilot circuit.
L4D903
Check Valve
The IN port is connected to the pump and the OUT
OUT
port is connected to the accumulator.
When the pressure in the IN port becomes negative,
the check valve prevents the oil flowing out of the
OUT port from flowing back into the IN port.
IN
N0H101E
TB1140 IV-70
General Cautions
• Carry out disassembly and reassembly operations • The spool and body are selectively fitted, so if one
in a clean place and place disassembled parts in is found to be damaged, replace the valve assem-
clean containers. bly.
• Before disassembly, clean thoroughly around the • Apply a thin coating of hydraulic oil to sliding
ports and remove paint or thread lock, etc. from all surfaces and a thin coating of grease to seals when
joints with a wire brush. assembling them.
• Clean the disassembled parts with appropriate clean- • Replace seals with new parts each time disassem-
ing oils. bly is done.

der.
Disassembly
and the plunger (3).
Plug: 21.6 ±2.0 N·m
2. Remove the O-ring from the plug (1).

3 2 1
N0H102
3. Remove the cap screws, the cover (4) and the O-

ring.
Cap Screw: 3.9 ±1.0 N·m
4
from the plug (5).
Plug: 9.8 ±1.0 N·m 5
N0H103
5. Remove the cap screws and remove the solenoid

coil (6).
• Put matching marks on the solenoid and the
body so that they can be aligned when assem- 6
bling.
• Take care not to miss the push rod.
6. Remove the O-ring from the solenoid coil (6).
N0H104
IV-71 TB1140

from the plug (7).
Plug: 26.5 ±2.9 N·m
7 7
N0H105
8. Remove the spool (8) and spring (9) from the

body.
• Record the positions of the spool and the body
hole so that they can be aligned when assem-
bling.
8 8
9 9
N0H106
TB1140 IV-72
Checking the Parts

Solenoid coil • When the solenoid is burned, short-circuited, or has a wire • Replace
break
• Wiring short-circuit or wire break • Replace
Body • Scratches, rust, or corrosion at the sliding parts with the spool • Replace
• Scratches, rust, or corrosion of the seal part in contact with the • Replace
O-ring
• Other damage considered to impair the normal functions • Replace
Spool, plunger • Damage on the outer circumference which catches a fingernail • Replace
• No smooth movement • Adjust or replace
Spring • Rust, corrosion, deformation, breakage, or other notable dam- • Replace
age
O-Ring  • Replace
TROUBLESHOOTING

Solenoid valve does not • Wiring short-circuit or wire break • Replace
operate. • Solenoid coil short-circuit or wire break • Replace
• Catching of foreign matter by the spool • Overhaul and repair or replace.
• Damage on the outer circumference of the spool • Overhaul and repair or replace.
• Catching of foreign matter by the plunger • Overhaul and repair or replace.
• Damage on the outer circumference of the plunger • Overhaul and repair or replace.
Oil leakage from solenoid • Damaged O-ring • Replace
valve, cover, or relief • Damaged O-ring at the emergency manual but- • Replace
valve to the outside. ton of the solenoid valve
Pressure does not rise. • Catching of foreign matter by the relief valve • Clean or replace.
IV-73 TB1140
TB1140 IV-74
SOLENOID VALVE (1-SECTION)
CONSTRUCTION
1 3 5 6 4 2
N0H200
1. Plug 5. Spring
2. Solenoid 6. Spool
3. O-ring 7. Body
4. O-ring
IV-75 TB1140
OPERATION
“IV-70”
General Cautions
“IV-71”

der.
Disassembly
1. Remove the cap screws and remove the solenoid
coil (1). 1
• Put matching marks on the solenoid and the
body so that they can be aligned when assem-
bling.
• Take care not to miss the push rod.
2. Remove the O-ring from the solenoid coil (1).
N0H201

from the plug (2).
Plug: 20.6 N·m
4. Remove the spool (3) and spring (4) from the

body.
• Record the positions of the spool and the body 3
hole so that they can be aligned when assem-
bling. 4
2
N0H202
Checking the Parts

“IV-73”
TROUBLESHOOTING
“IV-73”
TB1140 IV-76
PROPORTIONAL CONTROL SOLENOID VALVE HYDRAULIC UNITS
PROPORTIONAL CONTROL SOLENOID VALVE
CONSTRUCTION
A2 A1
HYDRAULIC SYMBOL
1 1
A
3
T
3 T
A2 A1
P
P
6'0
A: 7 ±0.5 N·m
1. Proportional Control Solenoid

2. Bolt
3. Spool
IV-77 TB1140
HYDRAULIC UNITS PROPORTIONAL CONTROL SOLENOID VALVE
OPERATION PRINCIPLE
This valve controls the secondary pressure by using S 1

the built-in proportional pressure reducing valve. The
2 4
S=A1-B1
secondary pressure of this valve is proportional to the
magnitude of electric current flowing in the valve,
B1 A1
because the force to generate the secondary pressure
Fk
is applied by the solenoid based on the current passing Fs Fks
through the coil. Paxs
When a current flows in the solenoid, a thrust force

proportional to the current is generated and moves the
spool (1) so that the oil supplied from Port P is led to P A T
the secondary pressure side Port A, thus increasing
Paxs Fk Fs Fks
pressure Pa of Port A. T9H201
Pressure Pa is a function of the differential area S

between the cross sections A1 and B1 of the spool (1),
and the spool (1) is pushed to the solenoid side by the
oil pressure Pa × S. The spool (1) stops at a position
where the sum of the oil pressure Pa × S and the force
Fk exerted by the springs (2) is balanced with the
thrust force Fs generated by the solenoid. The weight
Fks of the spring (4) for fine adjustment of the
secondary pressure acts in the direction (left) to help
the thrust force from the solenoid.
When the thrust force is larger than the set value, the
spool (1) is moved to the left, connecting Port P 5 1
(primary, supply side) and Port A (secondary, dis-
charge side) through the notch (5).
P A T
T9H202
When the thrust force is smaller than the set value, the
spool (1) is moved to the right, connecting Port A 1 6
(secondary, discharge side) and Port T (outlet to tank)
through the notch (6).
Therefore, the opening areas of the supply side notch
(5) and discharge side notch (6) are controlled by the
movement of the spool (1), and secondary (pilot)
pressure created by the thrust force generated by the
solenoid can be provided.
P A T
T9H203
TB1140 IV-78
PROPORTIONAL CONTROL SOLENOID VALVE HYDRAULIC UNITS
General Cautions
• Carry out disassembly and assembly operations in • Apply a thin coating of hydraulic oil to sliding
a clean place and place disassembled parts in clean surfaces and a thin coating of grease to seals when
containers. assembling them.
• Before disassembly, clean thoroughly around the • Replace seals with new parts each time disassem-
ports and remove paint or thread lock, etc. from all bly is done.
joints with a wire brush.
• Clean disassembled parts with light oil or other
cleaning oil.
• The spool and body are selectively fitted, so if one
is found to be damaged, replace the valve assem-
bly.

For assembly, follow the disassembly procedure in 1
the reverse order.
Disassembly
1. Remove the bolts, and then remove the propor-
tional control solenoid (1).
Bolt: 6.9 ±1 N·m
T9H204
2. Remove the O-rings from the proportional con-

trol solenoid (1).
• Do not disassemble the sleeve (2) that is swaged
onto the solenoid (4) with the retaining ring
(3).
• Make sure that the spool (5) moves a little if
pushed from the sleeve (2) end.
4
3
2
5 T9H205
IV-79 TB1140
HYDRAULIC UNITS PROPORTIONAL CONTROL SOLENOID VALVE
Checking the Parts
Part Judgment Criteria Treatment

Coil assembly • When the solenoid is burned, short-circuited, or has a wire • Replace
break
• Wiring short-circuit or wire break • Replace
Housing • Scratches, rust, or corrosion at the sliding parts with the • Replace
spool
• Scratches, rust, or corrosion of the seal part in contact with • Replace
the O-ring
Spool • Damage on the outer circumference which catches a finger- • Replace
nail
Spring • Rust, corrosion, deformation, breakage, or other notable • Replace
damage
O-ring  • Replace
TROUBLESHOOTING
Symptom Main Causes Remedy

Solenoid valve does • Wiring short-circuit or wire break • Replace
not operate • Coil assembly short-circuit or wire break • Replace
• Catching of foreign matter by the spool • Overhaul and repair or re-
place
• Damage on the outer circumference of the spool • Overhaul and repair or re-
place
• Defective the proportional controller • Repair or replace
• Primary pressure is insufficient • Keep the primary pressure
Oil leakage from sole- • Damaged O-ring • Replace
noid valve • Damaged seal nut • Replace
TB1140 IV-80
SHOCKLESS VALVE HYDRAULIC UNITS
SHOCKLESS VALVE
CONSTRUCTION
6 12 4 3 2 8 10 1 3 5 10 9 11 7
N0H500
1. Plunger 7. Connector
2. Ring 8. Orifice
3. Spring 9. Snap Ring
4. Body 10. O-ring
5. Sleeve 11. O-ring
6. Connector 12. O-ring
IV-81 TB1140
HYDRAULIC UNITS SHOCKLESS VALVE
OPERATION
In boom lowering operation, this valve controls the

flow rate for actuating the spool of the control valve
via the pilot valve constant so that the boom is not
lowered rapidly to prevent the machine run-out.
From the port A to the port B

The hydraulic oil supplied from the port A passes
through the orifice (1) and the cave of the plunger (2), C 1 2 3
and flows into the port B. The pressure P1 before a b
throttled is led into the chamber C to the left of the
plunger (2), and the pressure P2 after throttled is led
into the chamber D to the right of the plunger (2). As
the areas under pressure, a and b, of the plunger (2) are A B
equal to each other, the pressure difference between e P1 P2
P1 and P2 is determined by the force of the spring (3). a=b e D
When the flow passing through the orifice (1) in-
creases due to the increased pressure in the port A, the
pressure difference between P1 and P2 becomes large
and the plunger (2) pushes the spring (3) and moves N0H501
to the right. Then, the throttle e is narrowed to reduce

the flow from the outside of the valve.
The throttle e is narrowed until the pressure difference C 1 2 3
between P1 and P2 becomes equal to the pressure
difference PC that has been set at the outset, and the
plunger (2) stands still.
A B
On the contrary, when the pressure in the port A
decreases and the flow passing through the orifice (1)
reduces, the difference between P1 and P2 becomes e P1 P2
small and the plunger (2) is moved to the left by the
spring (3), widening the throttle e to increase the flow e D
of the hydraulic oil from the port A. The throttle is
widened until the pressure difference between P1 and
P2 becomes equal to the pressure difference PC that N0H502
has been set at the outset, and the plunger (2) stands
still.
As is evident from the above, whatever the pressure
difference between the port A and the port B of the
valve may vary, the pressure difference between the
front and rear of the orifice (1) within the valve is
always kept constant.
Form the port B to the port A.

When the hydraulic oil is supplied to the port B, the oil
passes through the orifice (1) and flows into the port 1 2
A. In the orifice (1), at this time, the pressure P1 is
smaller than P2 due to the passing resistance, and the
plunger (2) moves to the left. This opens the circuit f,
and the hydraulic oil from the port B passes through
the cave of the plunger (2) and flows into the port A
A B
at a full flow rate.
When the hydraulic oil is interrupted, the spring force P1<P2
put the plunger (2) back to the neutral position.
f
N0H503
TB1140 IV-82
SHOCKLESS VALVE HYDRAULIC UNITS
General Cautions
• Carry out disassembly and reassembly operations • Apply a thin coating of hydraulic oil to sliding
in a clean place and place disassembled parts in surfaces and a thin coating of grease to seals when
clean containers. assembling them.
• Before disassembly, clean thoroughly around the • Replace seals with new parts each time disassem-
ports and remove paint or thread lock, etc. from all bly is done.
joints with a wire brush.
• Clean the disassembled parts with appropriate clean-
ing oils.

1
der.
Disassembly
1. Remove the O-ring from the body (1).
N0H504
2. Remove the snap ring (2) and the sleeve (3).
3. Remove the O-rings from body (1).

4 1 3 2
4. Remove the connector (4), then remove the O-
ring from the connector (4).
Connector: 48.5 ±4.9 N·m
N0H505
5. Remove the spring (5), plunger (6) and spring (7)

from the body (1).
5 6 7 1
N0H506
IV-83 TB1140
HYDRAULIC UNITS SHOCKLESS VALVE
Checking the Parts

Body • Scratches, rust, or corrosion at the sliding parts with the spool • Replace
• Scratches, rust, or corrosion of the seal part in contact with the • Replace
O-ring
Plunger • Damage on the outer circumference which catches a fingernail • Replace
Spring • Rust, corrosion, deformation, breakage, or other notable dam- • Replace
age
O-Ring  • Replace
TROUBLESHOOTING

External oil leak • The O-ring seal surface of each port may be • Repair or replace the ports.
damaged.
• The O-ring may be damaged. • Replace the O-ring.
Flow rate from A to B is • The spring may be sagged or broken. • Replace the spring.
unstable. • Foreign particles may clog up the orifice. • Disassemble and clean the ori-
fice.
• Foreign particles may engage with the plunger • Disassemble, clean, and repair
assembly. or replace the plunger assem-
bly.
The flow from B to A is • Foreign particles may engage with the plunger • Disassemble, clean, and repair
not at full rate. assembly. or replace the plunger assem-
bly.
TB1140 IV-84
PILOT VALVE HYDRAULIC UNITS
PILOT VALVE
CONSTRUCTION
23
22
21
20
11 10
12 9
7
13
15 14
19 18
8
17
6
4
16
1 3
5
2 N0D300
1. Casing 9. Plug 17. Spring

2. Port Plate 10. Push Rod 18. Spring
3. Seal Washer 11. Push Rod 19. Spring
4. O-ring 12. Seal 20. Joint
5. Spring Pin 13. O-ring 21. Disc
6. Bushing 14. Spring Seat 22. Adjusting Nut
7. Plate 15. Spring Seat 23. Lock Nut
8. Spool 16. Washer 2
IV-85 TB1140
HYDRAULIC UNITS PILOT VALVE
10 4 3
H
8 9
SECTION E-E
G
SECTION D-D 10
11
5
1 2 6
A B SECTION B-B
C
E
13 B
SWITCH 1 D
SWITCH 3
C
E 6 7
D SWITCH 2
I
F 12
SECTION C-C
+5V RED
1
PROPORTIONAL OUTPUT WHITE
3
A SECTION A-A GND BLACK
2
BULE BROWN
BROWN
WHITE 5
GREEN SW1
BULE
4
SW3 GREEN
6
YELLOW
7
SW2 GRAY
8
BLACK YELLOW
RED GRAY ELECTRIC CIRCUIT
T9D302E
F: 0.8 ±0.08 N·m

G: 0.4 ±0.04 N·m
H: 0.6 ±0.06 N·m
I: 0.25 ±0.02 N·m
Apply Loctite #241
1. Knob 8. Clip
2. Knob 9. Piston
3. Case 10. Spring
4. Cam 11. Position Meter
5. Plate 12. Micro Switch
6. Button 13. Micro Switch
7. Bracket
TB1140 IV-86
OPERATION
The pilot valve casing contains a vertical shaft hole 1

with a reducing valve incorporated into it. When the
2
handle is tilted, the push rod and spring seat are
pushed down changing the secondary pressure spring’s
pressure.
A B
P T
The casing provides the inlet port P (the primary

pressure) and the tank port T. The secondary pressure
commensurate with the variation of the operation
angle of the handle (1) is taken out through the output
ports A and B below the vertical shaft hole. The N0D301
secondary pressure functions as the pilot pressure to

actuate the spool of the control valve (2).
1
When the handle (1) is at the neutral position: T
The force of the spring (3) for setting the secondary
pressure that determines the output pressure of the
pilot valve is not conveyed to the spool (4). Therefore,
the spool (4) is pushed up by the return spring (5), and 3
the output ports A and B are connected with the tank 5
port T, making the pressures in the ports A and B equal
to the pressure in the tank port T.
4
P
A B N0D302
When the handle (1) is tilted:

When the handle (1) is tilted and the push rod (6) is
1
pushed, the spool (4) moves downward and the input
6
port P is connected with the output port A. Then, the
oil from the pilot pump flows into the output port A,
generating a pressure.
P
A B N0D303
When the handle (1) is kept at a certain position:

When the pressure in the output port A increases to the
1
level equivalent to the force of the spring (3) set by
inclination the handle (1), the hydraulic pressure
balances with the spring force. When the pressure in
the output port A becomes higher than the set spring
force, the output port A and the input port P close 3
while the output port B and the tank port T open.
When the pressure in the output port A becomes lower
than the set spring force, the output port A and the T
input port P open while the output port B and the tank
port T close. Thus, the secondary pressure is always P
kept constant. A B N0D304
IV-87 TB1140
Table of Special Tools

NAME, DIMENSION Q’ty NAME, DIMENSION Q’ty
INSTALLATION JIG (A) INSTALLATION JIG (B)
A B
0.5 × 15°
42
R12
25
17
R4 C0.5
Ø26.5
Ø30
Ø25
Ø21
Ø28
23.5
Ø19
12
1 2
15
.2
9.5
R5
19 C0.5
50 13
65 10.4 4
14.5
MATERIAL A; S45C
MATERIAL B; SCM415N WITH CEMENTATION HARDENING MATERIAL B; SCM415N WITH CEMENTATION HARDENING
Y1-D302E Y1-D303E
General Cautions
• Since all parts in the pilot valve are precision • Replace all seals with new ones each time the pilot
machined, carry out disassembly and reassembly valve is disassembled.
operations in a clean place and take special care not • During assembly, remove all the foreign matter
to scratch the parts. from each part and check them to make sure there
• Before disassembly, clean the outside surfaces of are no burrs, bruises using or other marks on them.
the pilot valve. Remove all burrs and bruises using an oil stone.
• Clean each of the disassembled parts and apply • Apply thin coating of grease to seals when assem-
clean hydraulic oil to them. bling them.
Disassembly
1. Remove the lock nut and the adjust nut (1), then
remove the disc (2).
• Using copper or lead plates, fasten the valve in
a vise.
2. Remove the joint (3), then remove the plate (4).

• Use installation jigs (A) and (B).
TB1140 IV-88
3. Take out the plug (5) then remove the push rod (6)
from the plug (5).
• If the plug is difficult to remove, use (–) screw
driver to remove it.
• Be careful not to let the plug fly out from the 6
spring’s force.
N0D305
4. Remove the O-ring (7) and seal (8) from the plug.
5. Remove the reducing valve (12) and spring (13).

• Make match marks on the reducing valve and
casing hole so they can be placed in the same
position when they are reassembled.
6. Disassemble the reducing valve.

a. Push in the spring sheet (14) to contract the 14
spring (15), and move the spool (17) from the
small hole to the large hole of the spring sheet
(14).
• Do not push in the spring sheet too far (at
most 6 mm).
15 17
N0D306
IV-89 TB1140
b. Remove the spring seat (14), spring (15) and

washer 2 (16) from the spool (17).
7. Take out the cap screws.
8. Remove the port plate (18), O-ring (19) and

bushing (20) from the casing.
TB1140 IV-90
Assembly
1. Fit the bushing (20) and O-ring (19), then install
the port plate (18).
• Align the positions of the spring pin (21) and
the casing hole.
2. Install the seal washer and cap screws.

3. Assemble the reducing valve (12).

a. Install the washer 2 (16), spring (15) and spring
seat (14) on the spool (17).
b. Push in the spring sheet (14) to contract the

spring (15), and move the spool (17) from the 14
large hole to the small hole of the spring sheet
(14).
• Do not push in the spring sheet too far (at
most 6 mm).
15 17
N0D306
IV-91 TB1140
4. Install the spring (13) and reducing valve (12).

• Install them in the positions they were in be-
fore disassembly.
5. Install the O-ring (7) and seal (8) in the plug (5).
6. Install the push rod (9) in the plug (5).

• Apply hydraulic oil to the push rod.
7. Install the plug (5) and plate (4), then install the
joint.
• Use installation jigs (A) and (B) to install the
joint.
Joint: 47.1 ±2.9 N·m
TB1140 IV-92
8. Install the disc (2), the adjust nut (1) and the lock
nut.
• Tighten the adjust nut to the point where all 4
push rods are uniformly making contact.
• During tightening, the disc should not be
moved.
Adjust Nut: 68.6 ±4.9 N·m
Lock Nut: 49 ±3.4 N·m
9. Apply grease to the contact surfaces of the joint

rotating portion, the disc and the push rod.
IV-93 TB1140
Checking the Parts

Seal  • Replace
Seal Washer  • Replace
Spool • Wear on sliding portions is 10 µm or greater compared to non- • Replace
sliding portions
• Scratches on sliding portions • Replace
• Spool doesn’t move smoothly • Repair or replace
Push Rod • Front end is worn 1 mm or more • Replace
• Scratches in the sliding portion • Replace

Plug • Seal is imperfect due to damage • Repair or replace
Operating Portion • Tightening is loose at the pin, shaft or joint of the operating • Tighten to the speci-
portion, with looseness of 2 mm or greater fied torque
• Due to wear, etc. tightening is loose at the pin, shaft or joint of • Replace
the operating portion, with looseness of 2 mm or greater
Casing, • Scratches, rust or corrosion on the spool and sliding portion • Replace
Port Plate • Scratches, rust or corrosion on seal portions which come in • Repair or replace
contact with the O-ring
TB1140 IV-94
TROUBLESHOOTING

Secondary pressure doesn’t • Primary pressure is insufficient • Keep the primary pressure
rise • Spring is damaged or permanently • Replace the spring
deformed
• The clearance between the spool and • Replace the spool and casing assem-
casing is abnormally large bly
• There is looseness in the handle • Disassemble and reassemble, or re-
place the handle
Secondary pressure doesn’t • Sliding parts are catching • Repair or replace
stabilize • Tank line pressure fluctuates • Remove the abnormal portions of the
tank line
• Air gets mixed into the piping • Operate the machine several times
and bleed out the air
Secondary pressure is high • Tank line pressure is high • Remove the abnormal portions of the
tank line
• Sliding parts are catching • Repair or replace
IV-95 TB1140
TB1140 IV-96
PILOT VALVE (Travel)
CONSTRUCTION

1. Casing 9. Plug 17. Snap Ring 25. Spring

2. Plate 10. Cup 18. Bushing 26. Spring
3. O-ring 11. Seal 19. Piston 27. Spring
4. O-ring 12. O-ring 20. Ball 28. Bushing
5. Sheet 13. Push Rod 21. Spool 29. Shaft
6. Sheet 14. Washer 22. Spring Seat 30. Cam
7. Ball 15. Washer 23. Washer 31. Lock Nut
8. Cover 16. Spring Seat 24. Spring 32. Set Screw
IV-97 TB1140
OPERATION
“IV-87”
Damping Mechanism
The damping feature prevents hunting due to insuffi-
cient oil supply when the pilot valve is operated
suddenly.
1
When the handle is inclined and the push rod (1) on 6
port 1 is pushed, the spool (2) and piston (3) are moved 5
downward. At this time, the oil in the piston chamber
(4) is damped out through the orifice (5) of the piston 4
(3), generating pressure. This damping pressure pre- 3
7
vents the push rod (1) from moving abruptly.
9
The push rod (6) on port 2 is moved upward via the
piston (7) by the force exerted by the spring. Then, the
oil in the tank chamber pushes up the ball (8) and 2
flows into the piston chamber (9) to prevent the
8
pressure in the piston chamber from becoming nega-
tive. The oil outside the piston chamber returns to the
tank through the tank passage on the upper end of the
casing.
L3D303
When the handle is inclined to the maximum and then

to the reverse direction, the push rod (6) on port 2 is
pushed down and the piston (7) moves downward.
Then the oil in the piston chamber (9) is damped out
through the orifice (10) of the piston, generating
pressure.
The push rod (1) on port 1 is moved upward via the
6
piston (2) by the force exerted by the spring. 1
At this time, the oil in the tank passage pushes up the 10
ball (8) and flows into the piston chamber (4) to
prevent the pressure in the piston chamber from
becoming negative. The oil outside the piston cham- 7 2
ber returns to the tank through the passage connected
4
to the tank on the upper end of the casing.
9
The mechanism has been designed so that operating
the handle from any position activates the damping
feature to prevent hunting.
8
L3D304
TB1140 IV-98
Table of Special Tools

NAME, DIMENSION Q’ty NAME, DIMENSION Q’ty
JIG (A) JIG (B)
70
29 0.2
0. 5 9
R
ø10 -0.20
-0.25
1 1
ø12 -0.25
-0.40
30
°
¿32 -0.03
-0.08
¿25
¿40
20 2
32
C1
C0.5
C1
L3D305 L3D306
General Cautions
• Since all parts in the pilot valve are precision • Replace all seals with new ones each time the pilot
machined, carry out disassembly and reassembly valve is disassembled.
operations in a clean place and take special care not • During assembly, remove all the foreign matter
to scratch the parts. from each part and check them to make sure there
• Before disassembly, clean the outside surfaces of are no burrs, bruises using or other marks on them.
the pilot valve. Remove all burrs and bruises using an oil stone.
• Clean each of the disassembled parts and apply • Apply thin coating of grease to seals when assem-
clean hydraulic oil to them. bling them.
• Mark the casing hole and individual parts of the
pressure reducing valve before disassembling so
that they can be reassembled in the correct place
later.
Disassembly
1. Remove the boot from the cover.
• Use a copper or iron sheet to fasten the valve to
the vice.
L2D301
2. Remove the set screw.
L3D307
IV-99 TB1140
3. Remove the cam pin, then remove the cam.

• Make match marks on the cam and cove so
they can be placed in the same position when
they are reassembled.
• Be careful not to let the push rod fly out from
the spring’s force.
L3D308
4. Loosen the cap screws and remove the cover.

• The cover and plug will rise from the surface if
the rebound spring is too strong, so loosen the
cap screws alternately so that the cover is flat.
• Mark the cover and casing so that they can be
reassembled in the same positions.
L3D309
5. Remove the push rods together with the plugs.

• Be careful not to let the push rod fly out from
the spring’s force.
L3D310
6. Take out the plugs then remove the caps and seals
from the plugs.
• Be careful not to let the plug fly out from the
spring’s force.
L3D311
TB1140 IV-100
7. Remove the pistons (5) and springs (3), (4).
L3D312
8. Remove the spring sates.
L3D313
9. Remove the balls.

• Use a magnet.
L3D314
10. Remove the sanp ring.
L3D315
IV-101 TB1140
11. Remove the bushing.
L3D316
12. Remove the reducing valves and springs.
L3D317
13. Remove the bushing from cover.

• Use a jig (A).
L3D318
14. Disassembled the reducing valve.

a. Remove washer 1.
• Stand the valve on a flat work bench with the
bottom of the spool down, then push the
spring seat down. (It cannot be pushed down
more than 4 mm.)
TB1140 IV-102
b. Remove the spring seat, spring and washer
from the spool.
L3D319
15. Remove the cup from plug.
L3D320
16. Remove the O-ring (1) and seal (2) from the plug.
1
L3D321
IV-103 TB1140
Assembly
1. Assemble the reducing valves.
a. Install the washer, spring and spring seat on the
spool.
b. Install washer 1. L3D319
• Stand the valve on a flat work bench with the

bottom of the spool down, then push the
spring seat down. (It cannot be pushed down
more than 4 mm.)
• Hook the head of the spool with the sharp
edge of washer 1.
L3D322
2. Install the springs and reducing valves.

fore disassembly.
• Take care not to plunge the lower end of the
spool of the pressure reducing valve against
the corner of the casing.
L3D317
3. Install the bushings in the casing.
L3D316
TB1140 IV-104
4. Assemble the snap ring into the casing hole tem-
porarily.
fore disassembly.
• Make sure they are assembled level.
• Make sure the sharp edge of the snap ring faces
upward.
L3D315
5. Install the jig (B) into the casing hole and push it
until the snap ring enters the slot.
• Be sure to push the jib carefully so as not to
damage the inner surface of the casing.
L3D323
6. Install the balls in the bushing.
L3D314
7. Install the spring seat in the bushing.

fore disassembly.
L3D313
IV-105 TB1140
8. Install the springs (3), (4) and pistons (5).

fore disassembly.
5
L3D312
9. Install the O-ring (1) and seal (2) in the plug.

• Make sure the seal installation direction is 1
correct.
1 2
L3D324
L3D321
10. Install the cups in the plug.
L3D320
11. Install the push rod in the plug.

• Apply hydraulic oil to the push rod.
L3D325
TB1140 IV-106
12. Install the plugs in the casing.
L3D326
13. Using jig (A), pressure fit the bushing.

• Make sure the bushing ends are secured inside
the cover.
L3D318
14. Install the cover in the casing.

fore disassembly.
15. Install the cap screws.

• When tightening the cap screws, make sure the
cover is level.
78.5 ±9.8 N·m
L3D309
16. Install the cam and the cam pin.
L3D327
IV-107 TB1140
17. Tighten the set screws.

Set Screw: 6.9 ±1.0 N·m
• Apply Loctite #241 to the set screw.
L3D307
18. Adjust the height of the set screw so that the upper
surface of the cam becomes parallel with the
lower surface of the cover. Turn the cam to the
right and left and check there is no rattling at the
neutral position before tightening the lock nut.
Lock Nut: 33.3 ±3.4 N·m
• If the set screw pushes the push rod too far,
rattling may occur at the neutral position and
cause malfunctions.
L3D328
19. Supply grease into the top of the push rod and the
grease cup of the plug.
L3D329
20. Install the cover.

• Spray rust-preventive oil over the parts inside
the cover.
L3D330
TB1140 IV-108
Checking the Parts

Seal  • Replace
Seal Washer  • Replace
Spool • Wear on sliding portions is 10 µm or greater compared to non- • Replace
sliding portions
• Scratches on sliding portions • Replace
• Spool doesn’t move smoothly • Repair or replace
Push Rod • Front end is worn 1 mm or more • Replace
• Scratches in the sliding portion • Replace

Plug • Seal is imperfect due to damage • Repair or replace
Operating Portion • Tightening is loose at the pin, shaft or joint of the operating • Tighten to the speci-
portion, with looseness of 2 mm or greater fied torque
• Due to wear, etc. tightening is loose at the pin, shaft or joint of • Replace
the operating portion, with looseness of 2 mm or greater
Casing, • Scratches, rust or corrosion on the spool and sliding portion • Replace
Port Plate • Scratches, rust or corrosion on seal portions which come in • Repair or replace
contact with the O-ring
IV-109 TB1140
TROUBLESHOOTING

Secondary pressure doesn’t • Primary pressure is insufficient • Keep the primary pressure
rise • Spring is damaged or permanently • Replace the spring
deformed
• The clearance between the spool and • Replace the spool and casing assem-
casing is abnormally large bly
• There is looseness in the handle • Disassemble and reassemble, or re-
place the handle
Secondary pressure doesn’t • Sliding parts are catching • Repair or replace
stabilize • Tank line pressure fluctuates • Remove the abnormal portions of the
tank line
• Air gets mixed into the piping • Operate the machine several times
and bleed out the air
Secondary pressure is high • Tank line pressure is high • Remove the abnormal portions of the
tank line
• Sliding parts are catching • Repair or replace
TB1140 IV-110
PILOT VALVE (Swing, Dozer Blade)
CONSTRUCTION
13
16 14
6 15
9
12
11
10
L3D350
1. Casing 9. Spring Seat

2. Cover 10. Washer
3. Plug 11. Spring
4. Seal 12. Spring
5. O-ring 13. Shaft
6. Push Rod 14. Bushing
7. Shim 15. Cam
8. Spool 16. Ball
IV-111 TB1140
OPERATION
“IV-87”
General Cautions
“IV-88”

der.
Disassembly
1. Remove the boot from the cover.
• Use a copper or iron sheet to fasten the valve to
the vice.
• Apply grease to the cam and push rods.
L2D301
2. Remove the set screw.

Set Screw: 6.9 N·m
• Apply Loctite #241 to the set screw.
L2D302
3. Remove the cam pin, then remove the cam (1).
L2D303
TB1140 IV-112
4. Loosen the cap screws and remove the cover (2).
• The cover and plug will rise from the surface if
the rebound spring is too strong, so loosen the
cap screws alternately so that the cover is flat. 2
• Mark the cover and casing so that they can be
reassembled in the same positions.
Cap Screw: 8.8 N·m
L2D304
5. Remove the push rods (4) together with the plug

(5). 4
L3D351
6. Remove the O-rings and seal (6) from the plug.
L3D352
7. Remove the spool assembly (7) and spring (8)

from the casing.
• Never disassemble the spool assembly as the
7
pressure has been adjusted by the shim.
L2D306
IV-113 TB1140
“IV-109”
TROUBLESHOOTING
“IV-110”
TB1140 IV-114
CYLINDERS HYDRAULIC UNITS
CYLINDERS
CONSTRUCTION
Boom Cylinder
20 22
4 3 2 1 13 15 16 5,6 14 1718 7 8 19 21 23,24
11 9
12 10
26
25 25
27
26
N0D400
1. Buffer Ring 8. Backup Ring 15. Bushing 22. Nut

2. Rod Packing 9. Tube 16. Snap Ring 23. Set Screw
3. Backup Ring 10. Bushing 17. Cushion Seal 24. Ball
4. Dust Seal 11. Piston Rod 18. Piston 25. Dust Seal
5. O-ring 12. Bushing 19. Wear Ring 26. Grease Nipple
6. Backup Ring 13. Rod Cover 20. Wear Ring 27. Grease Nipple
7. Piston Packing 14. Cushion Bearing 21. Shim
IV-115 TB1140
HYDRAULIC UNITS CYLINDERS
Arm Cylinder
21 23,24
4 3 2 1 1516 13 5,6 14 1718 8 7 19 20 22 28 26 25 27
VIEW A-A
11 9
12 10
29 29
30
A
N0D401E
1. Buffer Ring 9. Tube 17. Cushion Seal 25. Cushion Bearing

2. Rod Packing 10. Bushing 18. Piston 26. Cushion Seal
3. Backup Ring 11. Piston Rod 19. Wear Ring 27. Stopper
4. Dust Seal 12. Bushing 20. Wear Ring 28. Snap Ring
5. O-ring 13. Rod Cover 21. Shim 29. Dust Seal
6. Backup Ring 14. Cushion Bearing 22. Nut 30. Grease Nipple
7. Piston Packing 15. Bushing 23. Set Screw
8. Backup Ring 16. Snap Ring 24. Ball
TB1140 IV-116
Bucket Cylinder
20
4 3 2 1 13 14 15 5,6 16 7 8 17 18 19 21,22
11 9
12 10
24 23
25
25
N0D402
1. Buffer Ring 8. Backup Ring 15. Snap Ring 22. Ball

2. Rod Packing 9. Tube 16. Piston 23. Dust Seal
3. Backup Ring 10. Bushing 17. Wear Ring 24. Dust Seal
4. Dust Seal 11. Piston Rod 18. Wear Ring 25. Grease Nipple
5. O-ring 12. Bushing 19. Shim
6. Backup Ring 13. Rod Cover 20. Nut
IV-117 TB1140
Swing Cylinder
20 23,24 26
4 3 2 1 13 15 16 5,6 14 17 18 7 8 19 2122 28 25 27
VIEW A
11 9
12 10
29 29
30 30
N0D403E
1. Buffer Ring 9. Tube 17. Cushion Seal 25. Cushion Bearing

2. Rod Packing 10. Bushing 18. Piston 26. Cushion Seal
3. Backup Ring 11. Piston Rod 19. Wear Ring 27. Stopper
4. Dust Seal 12. Bushing 20. Wear Ring 28. Snap Ring
5. O-ring 13. Rod Cover 21. Shim 29. Dust Seal
6. Backup Ring 14. Cushion Bearing 22. Nut 30. Grease Nipple
8. Backup Ring 16. Snap Ring 24. Ball
TB1140 IV-118
OPERATION
Hydraulic oil flowing alternately in and out of the oil

outlet and inlet on both sides (head and rod sides) of
the piston acts on the piston and its force causes the
piston to move back and forth.
In cylinders equipped with a cushion mechanism, the
shock resulting from the piston colliding with the
cover at the stroke end acts on that mechanism and is
dampened by it.
Cushion Mechanism
1 3 2
A
4
DETAIL PORTION "A"
L1-D406E
When the piston (1) nears the stroke end, just before
it collides with the cover (2), if the cushion bearing (3)
that precedes it enters the inner diameter portion of the
cover, the oil in the back of the piston is restricted by
the cushion bearing (3) and the clearance (4) of the
cover inner diameter portion. This causes the piston’s
(1) back pressure to rise and slows the piston’s speed.
IV-119 TB1140
Special Tools
See the table of special tools at the back of this section
for the jigs and tools used for disassembly and assem-
bly.
General Cautions
• Carry out disassembly and assembly in a clean • Replace all seals with new parts.
place and place the disassembled parts in a place • Replace the piston nuts, set screws, steel balls,
where they will be kept clean at all times. stoppers and snap rings with new ones each time
• Before disassembly, clean the outside surface of they are disassembled.
the cylinder thoroughly. • Apply a thin coating of hydraulic oil to seals before
• In the disassembly and assembly operations, be fitting them in place.
careful not to scratch any part. Take particular • After fitting, make sure the O-rings are not twisted.
caution with the sliding surfaces of parts. • Apply clean hydraulic oil to each sliding portion
• Clean all disassembled parts thoroughly with clean- before assembling them.
ing oil.
In this manual, the procedure for the arm cylinder is

described. When necessary, the points which are
different in other cylinders are mentioned.
Disassembly
Cylinder Assembly
1. Fix the tube as follows:
a. Fix the head hole of the tube with the pin, and
hoist the tube.
b. Fix the tube by applying the support to prevent
the tube from falling.
N0D404
2. Remove the cap screw from the rod cover.
N0D405
TB1140 IV-120
3. Pull out the piston rod fully before removing the
rod cover (1).
WARNING
• Never pull out the piston rod and the rod cover
(1) at the same time, or the rod cover (1) may
suddenly drop off. Be sure to pull out the rod
cover (1) with the piston (6) being touched with 1
it.
• Upon pulling out the piston assembly, make 6
sure the tube is firmly fixed by the support, or
the tube may fall down.
N0D406
• Make sure the cap of the piping is removed.

• Be sure to install the oil pan in the port on the head
side.
Piston Rod Assembly

1. Fasten the piston rod assembly securely in a level
position.
2. Remove the piston.

a. Take out the set screw (2) and remove the steel
ball (3).
• The set screw is staked at 2 places with a
punch, so grind off the staked portions using
a hand drill.
b. Loosen the piston nut (4) and remove it.
• Use a wrench with a hydraulic jack (5).
c. Remove the piston (6).
3. Remove the cushion bearing (7) and cushion seal

(8).
IV-121 TB1140
4. Remove the cushion bearing.

a. Remove the snap ring (9).
b. Move the cushion bearing (10) and remove the
stopper (11).
c. Pull out the cushion bearing (10).
d. Remove the cushion seal (12).
5. Remove the rod cover from the piston rod.
Piston
1. Remove the wear rings (13), (14) and backup ring 16 15 13 14
(15) from the piston.
• Spread the wear ring the minimum amount
necessary and remove it in the axial direction.
2. Remove the piston packing (16).

• Remove the piston packing by cutting it or
using a screwdriver.
N0D408
Rod Cover
1. Remove the O-ring (17) and the backup ring (18).
22 20 21 19 18 17
2. Remove the buffer ring (19), the backup ring (20)
and the rod packing (21).
• Extract using a eyeleteer with a pointed tip.
3. Remove the dust seal (22).

• Extract by raising the rubber part with a screw-
driver, etc., and striking.
N0D409
Clevis
1. Remove the dust seal from the tube and piston
rod.
27
2. Remove the bushing using a setting tool (27).
E5D424
TB1140 IV-122
Assembly
Clevis
1. Using installation jig (B), pressure fit the bush-
ings (28) in the piston rod and tube.
B
28
E5D425
2. Using a setting tool (29), install the dust seals.
29
E5D426
Rod Cover
1. Install the O-ring (17) and the backup ring (18).
22 20 21 19 18 17
2. Using setting tool (G), pressure fit the dust seal
(22).
N0D409
3. Install the backup ring (20) and the rod packing

(21).
4. Install the buffer ring (19).

• Be sure to install it in the proper direction.
IV-123 TB1140
Piston
1. Install the O-ring (27) and the backup ring (15) on
the piston.
• Install one backup ring only. The other backup
ring must be installed after assembling the
slipper ring. D 27 15
2. Cover the piston with the sliding jig (C), then, 28 28
using the fitting jig (D), insert the slipper ring (28)
C E
rapidly.
27
15 15
3. Install the backup ring (15).
4. Since the slipper ring (28) is extended when it is N0D410
installed, correct it using the corrective jig (E).
5. Install the wear rings (13) and (14).

• Spread the wear ring at the cut portion the
minimum amount necessary, installing it on
the piston from the shaft direction.
• Displace the cut portion of the wear ring in
increments of 180 degrees.
13
14
N0D411
Piston Rod Assembly

1. Fasten the piston rod so that it is flat and install the
rod cover.
• Cover the piston rod thread with tape, etc., to
protect the seals from being scratched.
2. Install the cushion bearing (10).

a. Install the cushion seal (12).
• Set the side with the slits facing the screw
side.
b. Install the cushion bearing (10).
• Be sure to set with the flat side (A) in the
proper direction.
c. Install the stopper (11) on the piston rod, and
move the cushion bearing (10).
d. Install the snap ring (9).
3. Install the cushion seal (8) and cushion bearing

(7).
• Set the side of the cushion seal with the slits
facing the screw side.
• Be sure to set with the flat side (A) of the
cushion seal in the proper direction.
TB1140 IV-124
4. Install the piston.
a. Install the piston (6).
b. Install the piston nut (4) and tighten it.
Piston Nut: Refer to the table below.
c. Insert the steel ball (3).
d. Tighten the set screw (2) and caulk it at two
places with a punch.
Set Screw: Refer to the table below.
Piston Nut, Set Screw Unit: N·m

Place Piston Nut Set Screw
Boom Cylinder 2690 31.5 ±5.88
Arm Cylinder 5680 56.9 ±10.7
Bucket Cylinder 3970 31.5 ±5.88
Swing Cylinder 7400 56.9 ±10.7
Cylinder Assembly
1. Fix the tube as follows:
a. Fix the head hole of the tube with the pin, and
hoist the tube.
b. Fix the tube by applying the support to prevent
the tube from falling.
2. Insert the piston rod assembly in the tube.
N0D412
3. Tighten the rod cover with the cap screws.

• Tighten the cap screws in the order shown in
this figure. 8 1
Cap Screw Unit: N·m 4 9
Boom Cylinder 171
12 5
Arm Cylinder 171
Bucket Cylinder 171 6 11
Swing Cylinder 367
10 3
2 7
N0D413
IV-125 TB1140
Inspection after Disassembly

Clean each part thoroughly with cleaning oil, then
carry out the following checks. When a cylinder has
been disassembled, replace all the seals with new
ones.
Piston Rod
• Replace the rod if there are cracks. Measuring the Bend
• If the threads are damaged, repair them or replace
it.
• If the plating layer of the plated portion is broken,
rusted or scratched, replace it.
• If the rod is bent more than the limit of 1 mm in 1
m, replace it. (Measure by the method shown in the
figure at right.
If the bending of the rod is within the above limit,
yet is bent a lot in a small distance so that it won’t a. Support the portion of the rod with the same
move smoothly, replace the rod if it makes a diameter at both ends on V-blocks.
squeaking sound in the operation test after reas- b. Set a dial gauge at the center between the two
sembly or if it catches during movement. blocks.
• If the inner diameter of the clevis bushing is worn, c. Rotate the rod and take a reading of the maximum
replace the bushing. and minimum runout indicated by the dial gauge.
Tube
• If there are cracks in the welded portion, replace it.
• Replace the tube if the inside surface is scratched
or if it leaks hydraulic oil.
• If the inner diameter of the clevis bushing is worn,
replace the bushing.
Rod Cover
• If the bushing inner diameter is worn and the
clearance with the piston rod is greater than 0.25
mm, replace the bushing.
• If the inside surface of the bushing is scratched, and
the scratches are deeper than the depth of the
coating layer, replace the bushing.
TB1140 IV-126
Inspection after Assembly
No Load Operation Test
1. Place the cylinder in a horizontal position with no
load.
2. Apply gentle pressure alternately to the ports at
both ends, operating the piston rod 5 or 6 times.
3. Make sure there is no abnormality in the operat-
ing condition.
Leak Test
External Leakage
1. Apply test pressure for 3 minutes each to the
retraction side and the extension side.
2. Make sure there are no abnormalities such as
external leakage or permanent deformation, etc.
in the rod seal, the rod cover mount, or in any
welded portion.
Internal Leakage
1. Disconnect the extension side hose.
2. Apply test pressure to the retraction side for 3
minutes.
3. Measure the amount of oil that has leaked from
the extension side.
• The amount of leakage should be 1 cm3 / 3min
or less.
Bleeding Air from the Hydraulic Cylinder

Bleed the air out of the cylinder when the cylinder is
removed or when the hydraulic piping, etc. is discon-
nected.
1. Start the engine and let it idle for approximately
5 minutes.
2. With the engine running at slow speed, extend
and retract the cylinder 4 or 5 times.
• Move the piston rod to a position 100 mm
before the end of the stroke, being careful not
to apply any relief at all.
3. With the engine at top speed, repeat the operation
in (2), then with the engine running at slow speed,
move the piston rod to the stroke end and apply
relief.
IV-127 TB1140
TROUBLESHOOTING

Oil leaks from piston rod • Foreign matter is caught in the inner • Remove the foreign matter.
sliding surface (an oil ring diameter portion of the rod packing,
forms on the piston and backup ring or dust seal.
this enlarges and drips off). • The inner diameter lip of the rod packing, • Replace the affected parts.
backup ring or dust seal is damaged or
abnormal.
• Piston rod sliding surface is scratched. • Smooth the sliding surface with an oil
stone (1.6 S or lower)
• If it leaks after the sliding surface has
been smoothed, replace the rod pack-
ing and other seals.
• If it leaks after the seals have been
replaced, replace the piston rod.
• The hardened chrome plating is separat- • Repair the hardened chrome plating.
ing from the piston rod.
Oil leaks from the outer • O-ring is damaged. • Replace the affected parts.
circumference of the rod • Backup ring is damaged. • Replace the affected parts.
cover.
Oil leaks from welded por- • The tube’s welds are damaged. • Replace the affected parts.
tion.
Cylinder natural drop (this • Foreign matter is caught in the wear ring • Remove the foreign matter.
is the maximum amount sliding surface.
of movement of the piston • The sliding surface of the wear ring is • Replace the affected parts.
in 10 minutes when a static scratched or abnormal.
weight corresponding to • The piston packing sliding surface is • Replace the affected parts.
the maximum use pressure scratched.
multiplied by the • The O-ring is damaged. • Replace the affected parts.
cylinder’s surface area) is
0.5 mm or greater.
TB1140 IV-128
TABLE OF SPECIAL TOOLS
Installation Jig (B)
N0D460
MATERIAL: SS41
Unit: mm
Installation Jig (B)
A B C D E F
Boom 89 74.5 10 6.5 30 95
Arm 94 79.5 10 5.5 30 100
Bucket 74*/79* 64.5 10 6.0*/6.5 30 70*/85**
Swing 114 99.5 10 7.5 30 120
*: Head Side
**: Rod Side
Sliding Jig (C) Fitting Jig (D)
MATERIAL: STKM13C MATERIAL: NYLON

Unit: mm
Sliding Jig (C) Fitting Jig (D)
A B C D E F A B C D E F
Boom 101.0 99.7 84 90.7 22.5 77 10 57 77 95 99 102
Arm 111.0 109.7 91 97.3 23.5 95 13 69 95 100 107 110
Bucket 101.0 99.7 84 90.7 22.5 77 10 57 77 95 99 102
Swing 141.0 139.5 121 127.3 23.5 99 13 75 101 130 137 140
IV-129 TB1140
Corrective Jig (E)
E N0D461
MATERIAL: STKM13C
Unit: mm
A B C D E
Boom 113 100 106.3 31.5 91
Arm 123 110 116.3 34.0 97
Bucket 113 100 106.3 31.5 91
Swing 154 140 146.3 39.0 107
TB1140 IV-130
DOZER BLADE CYLINDER HYDRAULIC UNITS
DOZER BLADE CYLINDER
CONSTRUCTION
4,5
3 12 2 6 1 13 14 15 16 7 17 18,19
21
10 8
11 9
20 20
23 22
N0D450
1. Buffer Ring 7. Piston Packing 13. Bushing 19. Ball

2. Rod Packing 8. Tube 14. Snap Ring 20. Dust Seal
3. Dust Seal 9. Bushing 15. Piston 21. O-ring
4. Backup Ring 10. Piston Rod 16. Wear Ring 22. Grease Nipple
5. O-ring 11. Bushing 17. Nut 23. Grease Nipple
6. O-ring 12. Rod Cover 18. Set Screw
IV-131 TB1140
HYDRAULIC UNITS DOZER BLADE CYLINDER
OPERATION
“IV-119”
Special Tools
See the table of special tools at the back of this section
for the jigs and tools used for disassembly and assem-
bly.
General Cautions
“IV-120”
Disassembly
Cylinder Assembly
1. Fasten the clevis of the tube in a vice and place the
other end on a support block made of wood to
fasten the cylinder in a horizontal condition.
2. Drain out hydraulic oil remaining in the cylinder.

• Move the piston rod gently to prevent the
hydraulic oil from spraying out and scattering
all over.
3. Free the locked portion of the rod cover.

• Since the lock is integrated with the cylinder
tube, be careful not to bend it or to scratch it
when the lock is being freed.
4. Loosen the rod cover.

• The piston rod should be pulled out approxi-
mately 200 mm beforehand.
• Measures should be taken to prevent the piston
rod from being hit.
TB1140 IV-132
5. Pull the piston rod assembly out of the tube.
• Use a wooden block (1) so as not to scratch the
sliding surface, and pull the assembly straight
out.
Piston Rod Assembly

1. Fasten the piston rod assembly securely in a level
position.
2. Remove the piston.

a. Take out the set screw (2) and remove the steel
ball (3).
• The set screw is staked at 2 places with a
punch, so grind off the staked portions using
a hand drill.
b. Loosen the piston nut (4) and remove it.
• Use a wrench with a hydraulic jack (5).
c. Remove the piston (6). 4
3 2 N0D451
Piston
1. Remove the wear ring (7) from the piston. 7
• Spread the wear ring the minimum amount
necessary and remove it in the axial direction.
2. Remove the piston packing (8).

• Remove the piston packing by cutting it or
using a screwdriver.
8
N0D452
IV-133 TB1140
Rod Cover
1. Remove the O-rings (9), (10) and the backup ring
(11). 14 13 9 12 10,11
2. Remove the buffer ring (12) and the rod packing
(13).
• Extract using a eyeleteer with a pointed tip.
3. Remove the dust seal (14).

• Extract by raising the rubber part with a screw-
driver, etc., and striking.
N0D453
Clevis
1. Remove the dust seal from the tube and piston
rod.
2. Remove the bushing using a setting tool (15). 15
N0D454
Assembly
Clevis
1. Using installation jig (B), pressure fit the bushing
(15) in the piston rod and tube.
B
15
N0D455
TB1140 IV-134
2. Using a setting tool (16), install the dust seal.
16
N0D456
Rod Cover
1. Install the rod packing.
• Pay attention to the installation direction.
N0D457
2. Install the dust seal (14).

• In the case of a dust seal with a metal ring
around the outer circumference, use a setting
tool (G) to install it. G
14
N0D458
3. Install the backup ring (11) and the O-ring (10).

14 13 9 12 10,11
4. Install the O-ring (9).
5. Install the buffer ring (12).

• Be sure to install it in the proper direction.
N0D453
IV-135 TB1140
Piston
1. Install the O-ring (27) on the piston.
2. Cover the piston with the sliding jig (C), then,

using the fitting jig (D), insert the slipper ring (28)
rapidly.
3. Since the slipper ring (28) is extended when it is

installed, correct it using the corrective jig (E).
4. Install the wear ring (7).

• Spread the wear ring at the cut portion the 7
minimum amount necessary, installing it on
the piston from the shaft direction.
N0D459
Piston Rod Assembly

1. Install the piston.
a. Install the piston (6).
b. Install the piston nut (4) and tighten it. 6
Piston Nut: 2860 N·m
c. Insert the steel ball (3). 4
d. Tighten the set screw (2) and caulk it at two
places with a punch.
Set Screw: 56.7 ±10.7 N·m
3 2 N0D451
Cylinder Assembly
1. Fasten the tube in a horizontal position, then
insert the piston rod assembly in the tube.
• During insertion, align the center of the piston
rod with the center of the tube, inserting it
straight so the seals will not be scratched.
2. Tighten the rod cover.

• Apply Three Bond #1901 or the equivalent to
the rod cover tread.
Rod Cover: 951 N·m
TB1140 IV-136
3. Bend the lock rib on the tube down in a notch of
the rod cover to lock it.
“IV-126~127”
TROUBLESHOOTING
“IV-128”
IV-137 TB1140
TABLE OF SPECIAL TOOLS
Installation Jig (B) Sliding Jig (C)
N0D460
MATERIAL: SS41 MATERIAL: STKM13C
Unit: mm Unit: mm
Installation Jig (B) Sliding Jig (C)
A B C D E F A B C D E F
85 70.5 10 6.5 30 92 116 114.7 96 102.3 23.5 95
Fitting Jig (D) Corrective Jig (E)
MATERIAL: NYLON MATERIAL: STKM13C
Unit: mm Unit: mm
Fitting Jig (D) Corrective Jig (E)
A B C D E F A B C D E
13 69 95 105 112 115 128 115 121.3 30.4 97
TB1140 IV-138
TRAVEL MOTOR HYDRAULIC UNITS
TRAVEL MOTOR
CONSTRUCTION
Hydraulic Motor
24 22 5 11 12 10 14 18 16 17 2 8 3 4 1
25 23 9 5 13 21 20 15 19 7 6
N0D500
1. Shaft 8. Bearing 15. Guide 22. O-ring

2. Retaining Ring 9. Disk Spring 16. Swash Plate 23. Valve Plate
3. Retaining Ring 10. Brake Piston 17. Ball 24. Pin
4. Oil Seal 11. O-ring 18. Piston 25. Bearing
5. O-ring 12. O-ring 19. Shoe Holder
6. Flange Holder 13. Center Disc 20. Spring
7. 2-Speed Piston 14. Cylinder Block 21. Friction Disc
IV-139 TB1140
HYDRAULIC UNITS TRAVEL MOTOR
Reduction Gears
23 20 19 18 10 17 16 15 11
14
13
12
22 4 1 2 3 1
21
N0D501
1. Thrust Plate 7. Needle Bearing 13. Gear S2 19. Ring Nut

2. Needle Bearing 8. Pin 14. Spacer 20. Bearing
3. Gear B1 9. Split Pin 15. Carrier 2 21. Drive Sprocket
4. Pin 10. Housing 16. Gear S1 22. Drum
5. Split Pin 11. Cover 17. Carrier 1 23. Floating Seal
6. Gear B2 12. Stopper Pin 18. Pin
TB1140 IV-140
Counterbalance Valve, 2-speed Control Valve
1 2 4 6 15 9
A
16
5
20
12
19
24
8
23
14
18 11 21 22 13 3 7 17 10
A: 2-Speed Control Valve

B: Counterbalance Valve N0D502
1. Body 13. Poppet

2. Spool 14. Plug
3. Check Valve 15. O-ring
4. Stopper 16. O-ring
5. Spool 17. O-ring
6. Spring 18. Plug
7. Spring 19. Plug
8. Spring 20. Spring
9. Plug 21. Cartridge
10. Plug 22. O-ring
12. Needle 24. O-ring
IV-141 TB1140
OPERATION

Hydraulic Motor
9 pistons (2) are fitted in the cylinder block (1) and
there is a valve plate (3) with two half moon ports, B
and C in the end. Also, the cylinder block (1) rotates
freely and is joined to the shaft (4) via the spline. On
the other band, the swash plate (5) is fastened to the

housing.
When high pressure oil is introduced into port B, one
piston (2) makes contact and force F bears on the
swash plate (5).
F = P × A P: Pressure A: Piston Sectional Area
The force F which the piston (2) applies to the swash

plate (5) is divided into force F1, which pushes the

plate, and force F2, which rotates the cylinder block
(1). The total sum of the components in the direction
of rotation of the high pressure side piston generates

a rotational force in the cylinder block (1) and via the

spline, torque is transmitted to the shaft (4), turning it.

Conversely, if high pressure oil is introduced to port
C, rotation is the reverse of the above.

Counterbalance Valve
If high pressure oil is introduced to port P1, the oil
pushes the check valve (6) up. This causes oil to flow 6
through the motor port M1 and to flow into chamber M2
B of the pilot portion and fill it. When hydraulic oil
flows the motor from port M1 and acts to turn the M1
motor, even if oil returns from the motor and flows
into port M2, since the flow is cut off by the check
B
valve (6), the pressure at port P1 and in chamber B
7
rises. If the pressure in chamber B becomes higher
than the set valve of the spring (7), the spool (8) moves 8
to the left side and ports M2 and P2 open up, causing P2 P1
the motor to turn. L3D503
If the motor’s turning becomes too fast, and the

amount of oil flowing out of port M2 is greater than
the amount of oil flowing into port M1, the pressure
in port P1 and chamber B drops. When the pressure in M2
chamber B drops below the set valve of the spring (7),
the spool (8) attempts to return to the right side. As a M1
result, since the resuming oil is constricted at portion
D, back pressure is generated at port M2 and the
B
motor’s turning is slowed.
7
D 8
P2 P1
L3D504
TB1140 IV-142
When the motor is slowed, the pressure in port P1 and
chamber B rises again and the spool (8) moves to the
left aide, eliminating the back pressure generated at
port M2. In this way, the motor is controlled so that it
rotates at a speed appropriate for the amount of oil
flowing into it.
If the high pressure hydraulic oil introduced into port

P1 is cut off, the pressure at ports P1 and P2 becomes
the same and the spool (8) returns to the neutral
position by spring force. For this reason, the oil in M2
chamber B is pushed out at port P1. At this time, the
flow of oil is restricted by the orifice (9) as it is M1
returning to port P1, so the spool (8) returns to the
neutral position slowly. In this way, the motor is
B
stopped while the shock during stopping is absorbed.
8
9
P2 P1
L3D505
Relief Valve
Operation 1 M2 M1
When the Motor is Started
When the motor is started, since the inertial load is
great, the pressure of the oil required to accelerate it
rises. If this pressure reaches the relief valve set
pressure, the relief valve operates and oil returns to
port M2.
In this way, the motor begins to turn as it relieves the
relief valve, and as the rotational speed increases, the
amount of relief decreases until it stops.
In this way, the shock during starting is absorbed.
P2 P1 G4D503
When the Motor is Stopped

When the motor is stopped, the return circuit is closed M2 M1
off.
However, since the motor tends to want to continue
rotating due to inertial energy, the pressure in port M2
rises. When this pressure reaches the relief valve’s set
pressure, the relief valve operates and oil flows to port
M1. In this way, the flow of oil to port M1 prevents
cavitation from occurring as it absorbs the shock
during stopping.
P2 P1
G4D504
IV-143 TB1140
Operation 2
Since this relief valve has a shockless mechanism, it SECTIONÒA1Ó SECTIONÒAÓ
operates in 2 steps. C
11 10
1st Step
When relief valve operation starts, the pressure in
chamber B (P1) is kept at a pressure which is lower
than that in chamber C while the pressure in chamber
A (P) becomes higher than the pressure of the oil P1 P
flowing in.
At this time, there are two forces acting on the poppet
(10), force (F), which attempts to move the poppet
(10) to the left and force (F1) which pushes against the A
B
seat on the right side. Since F = P × A, F1 = P1 × A1,
P > P1 and A > A1, the poppet (10) is moved to the left L3D506E
by this force “F – F1”.

This opens a supply side circuit from chamber A and SECTIONÒA1Ó SECTIONÒAÓ
lets the pressure escape. That is, during the time piston
(11) is moving to its stroke end, the relief valve 11 10
operates at low pressure (about 1/3 the set pressure).
2nd Step
When the piston (11) reaches the stroke end, the
P1 P
pressure in chamber B rises and the pressures in
chamber A and chamber B equalize. At this time, the
force moving the poppet (10) to the left side becomes
“P = P1”, so this becomes “A – A1” and the relief A
B
valve operates at the specified set pressure.
L3D507E
2-Speed Mechanism
2-speed control valve
When high-pressure oil led to the port M1 and the 5
travel 2-speed solenoid valve (1) is set to speed 1, the
chamber C is connected to the tank via the travel 2-
speed solenoid (1), so that a low pressure is obtained.
For this reason, the spool (2) is pushed to the left by
the spring (4), the control chamber (3) and the tank
1 T
port (T) are connected, and there is no force pushing
the swash plate (5) in upward direction. M1
C 2 4 L3D508
When the travel 2-speed solenoid valve (1) is switched 3

to speed 2, the pressure oil from the travel 2-speed 11
solenoid valve (1) flows to the chamber C, the spool
5
(2) is moved to the right, and the port M1 is connected
with the port A, while the port M2 is connected with
the port B. Then the pressure oil from the port P1
moves the shuttle spool (12) to the right and flows to
the control chamber (3). This causes operation of the
control piston (11), and the swash plate (5) is pushed T
up. M1
At the time of engine stop, no pressure oil is supplied
any longer, and the spring (4) returns the spool (2) to
1 4
the speed 1 position. C 2 12 L3D509
TB1140 IV-144
Swash Plate
8
β B
5 A
9
C α
11
3
10
E5D512
The swash plate (5) has 3 planes, A, B and C, as shown connected to the motor drive pressure port and the
in the figure, and it is assembled in such a way that its swash plate (5) stabilizes at plane B due to the equi-
angle of inclination in the flange holder (6) can varied librium between the force of the springs (9), (10) and
by two balls (7). When the 2-speed control valve is the force of the control piston (11), thus, assuming
switched to the 1st speed side, the swash plate control swash plate angle ß. In this way, 2nd speed (high
piston chamber is connected to tank port and the speed) motor rotation is achieved.
swash plate (5) is stabilized at plane A, forming swash When the engine is stopped, the pilot pressure of the
plate angle a, by the piston assembly (8) and the force 2-speed control valve is cut off, so the swash plate (5)
of the springs (9), (10), achieving 1st speed (low is stabilized at the swash plate a plane A by the force
speed) motor rotation. of the springs (9), (10), changing to the 1st speed side.
When the 2-speed control valve is switched to 2nd For this reason, when starting, the motor also is in 1st
speed, the swash plate control piston chamber (3) is speed.
Automatic Second Speed Switching

If the motor load becomes too large while operating at
the second speed, the pressure of oil that flows from 11
the counter balance valve through the passage (13)
and acts on cross sections A and B of the spool (2)
becomes high. The pressure receiving surfaces of
cross sections A and B differ in size. If the pressure
difference between cross sections A and B, plus the
pressure of the spring (4) are larger than the pressure
from the pilot port, the spool (2) moves to the left.
At this time, the pressure oil acting on the piston (11)
from the shuttle valve (12) through the slow return
valve (14) flows into the tank passage through the
orifice (15) of the slow return valve (14).
As the return oil passes through the orifice (15), the
piston (11) returns slowly to switch to the first speed 14
position.
13 15
12 2 4
A B
L3D510
IV-145 TB1140
Parking Brake
The center discs (1) are connected to the flange holder 2 5
and the friction discs (2) are connected to the cylinder
block (3) via the spline, respectively. The center discs
(1) and friction discs (2) are pressed against the flange
holder (6) by the spring (4) via the brake piston (5).
The friction force between these discs generates the 4
brake torque to prevent the cylinder block (3) from
rotating.
When the pressure oil is introduced into the motor, the 1 3

spool of the counterbalance valve moves and the oil
6 7
flows from the parking brake release port (7) into the
brake piston chamber (8). The oil pressure overpow- L3D511
ers the spring force and moves the brake piston (5) to
the right. This generates a clearance between the 5
2
center discs (1) and friction discs (2) to release the
parking brake. When the motor stops, the spool re-
turns to the neutral position to close the parking brake
release port (7). The pressure oil in the brake piston
chamber (8) is introduced into the motor case and the 4
spring (4) operates the parking brake.
1 8
7
L3D512
Reduction Gears a1,a2

The reduction gear has a simple planetary two-stage
configuration. It decelerates the high speed rotary B1 B2
motions of the hydraulic motor, converts them into
low speed high torque, and rotates the case. The
output shaft of the hydraulic motor is connected to the S1 1
gear S2 via the spline. The rotation of the gear S2 is S2
decelerated by one stage among the gears S2, B2 and
a2. This one-stage decelerated rotation is further
decelerated by two stages among the gears S1, B1 and
a1 that are connected to the carrier 2 (1) via the spline.
This rotation is conveyed to the rotary main body via
the inner gears a1 and a2 as the driving force of the C4D560
motor.
TB1140 IV-146
General Cautions
• Carry out disassembly and assembly operations in • Replace all seals with new ones each time the unit
brush.
• Wash the disassembled parts and dry them with
compressed air. Do not use a rag, as this could
cause clogging of dirt.
assembled in the same positions when reassembled.
Disassembly
1. Take out the cartridge (1).
• Do not disassemble the cartridge any further.
3
2
2. Remove the spring (2) and poppet (3). 1
3
2
1 N0D505
3. Take out the plug (4) and remove the plug (5).
4. Remove the spring (6) and spring seat (7).

5
5. Remove the spool (8). 6
• Remove the spool while turning it gently. 7 7
• Be careful not to scratch or bruise the outside 8 6
surface. 5
4
N0D506

and poppet (11).
11
10
9
N0D507
IV-147 TB1140
7. Remove the plug (12), then remove the spring

(13).
16
8. Remove the adapter (16), then remove the spool 15
(15) and needle (14). 14
• Do not scratch or bruise the outside surface of
the spool.
13
12
N0D508
Reduction Gears
1. Loosen the drain plug (1) and drain out the oil.
1
N0D510
2. Install the motor on the jig (A) and tighten them

with two bolts.
A
• Jig (A): ST5089
Motor: 223 kg
• The bolts must of M16 and 2.0 pitch.
N0D511
3. Hoist and turn over the motor fitted to the jig (A)
and place it on the worktable.
• The jig (A) must be fixed on the worktable with
the bolts.
N0D512
TB1140 IV-148
4. Remove the bolts, then remove the cover (3).
• Apply a borer between the cover and the hous-
ing, and tap it lightly with a hammer. 3
N0D513
5. Remove the gear S2 (4), the spacer (5) and the

carrier 2 assembly (6).
6 5 4
6. Remove the gear S1 (7) from the housing.
7
N0D514
7. Remove the carrier 1 assembly (8).

• Hook the nail of the lifting jig (B) on the
periphery of the carrier and hoist the carrier.
• The lifting jig (B) must comply with ST0916. B
8
N0D515
8. Remove the ring nut (10).

• Turn and remove the ring nut (10) by using the M12
jigs (C) and (D).
• The jig (C) must comply with ST7248. C
• The jig (D) must comply with ST7249.
D
10
N0D516
IV-149 TB1140
9. Remove the housing (13) from the motor.

• Install two eyebolts (M12), and hoist the hous-
ing.
• When the housing is hard to remove, hoist it by
rotating the sprocket.
Housing + Sprocket + Drum: 95 kg 13
10. Remove the floating seal (14) from the motor.
14
N0D517
11. Remove the bolts, then remove the sprocket (15).

Sprocket: 38 kg
15
N0D518
12. Remove the floating seal (14). 14

• Install two eyebolts (M16), and hoist the float-
ing seal and make it upside down.
N0D519
13. Remove the bolts, then remove the drum (16).

• Reinstall the eyebolts upward. 16
• Put the drum (16) on the skid not to damage the
edge facing the housing.
N0D521
N0D520
TB1140 IV-150
14. Remove the split pins then remove the pins (18)
from the carrier 2 (17).
19
15. Remove the thrust plates (19), gears B2 (21) and 17
needle bearings (20).
21
20
19
18
N0D522
16. Remove the split pins then remove the pins (22)
from the carrier 1 (23). G 24
26
17. Remove the thrust plates (24), gears B1 (25) and
needle bearings (26).
25
23
26
24
22
N0D523
Hydraulic Motor
1. Remove the cap screws, then remove the valve 1
body (1) and valve plate (2).
2
• Take care not to let the valve plate drop down.
N0D524
2. Remove the O-rings and the disc spring (3).

3
3. Remove the brake piston (4).
• Blow compressed air into the parking brake
release port of the flange holder and remove
the brake piston. 4
4. Remove the cylinder block (5), friction discs (6) 7
and center discs (7). 5
6
N0D525
IV-151 TB1140
5. Remove the shoe holder (8) and piston assembly

(9) from the cylinder block.
10
6. Remove the guide (10) and springs (11) from the
cylinder block.
8
11 9 10 8 N0D526
7. Remove the swash plate (12), ball (13), and piston

assembly (14) from the flange holder. 14
• Place the flange holder sideways with the
brake releasing port (E) positioned on the
downside.
8. Remove the snap ring from the flange holder.
13 12
N0D527
9. Remove the shaft, then remove the oil seal.

• Bring a round bar in contact with the round
hole of the shaft and tap lightly with a hammer.
• Use a (–) screw driver to remove the oil seal.
TB1140 IV-152
Assembly
Hydraulic Motor
1. Press fit the oil seal into the flange holder.
• Make sure to apply ThreeBond #1104 over the
perimeter of the oil seal.
• Fill between the lips of the oil seal with grease.
• Fitting Jig (F): ST2893
F
N0D541
2. Mount the shaft on the flange holder, then install

the snap ring.
• The bearing has been inserted and cannot be
disassembled.
• Be careful not to damage the oil seal by the
shaft.
C4D567
3. Install the 2-speed piston (14).

14
4. Install the balls (13) and swash plate (12).
• Place the flange holder sideways with the
brake releasing port (E) positioned on the
downside.
• Apply hydraulic oil to the sliding surfaces of
the swash plate.
• Apply grease fully over the circumference of
E
the ball (13), and fix the swash plate.
13 12
N0D527
5. Mount the springs (11) on the cylinder block

assembly. 10
6. Mount the piston (9) and guide (10) on to the shoe
holder (8) to assemble the shoe holder assembly.
8
7. Mount the shoe holder assembly on the cylinder
block to assemble the cylinder block assembly.
11 9 10 8 N0D526
IV-153 TB1140
8. Mount the cylinder block assembly on the flange

holder.
• Mount the cylinder block assembly in such a
manner that the shoe will touch the swash
plate.
C4D575
9. Install the center discs (7) in the groove of the

flange holder and then install the friction discs (6)
in the groove of the cylinder block, alternately
one by one.
• Total number of center discs: 4
• Total number of friction disc: 3
7
N0D528
10. Fit the O-rings on the brake piston (4).
11. Install the brake piston (4) on the flange holder.

4
• Push the brake piston by hand force evenly on
the piston.
N0D529
12. Install the disc spring (3) in the flange holder.

• Install the disk spring so that its perimeter 3
contacts the brake piston.
N0D530
TB1140 IV-154
13. Mount the O-rings on the flange holder.
14. Supply 0.5 L of hydraulic oil into the flange 1

holder and mount the valve body on the flange
2
holder.
15. Mount the valve plate (2).

• Face the brass thrust surface of the valve plate
toward you and apply grease on its back to
prevent the valve plate from dropping off.
• Align the pin of the brake valve with the valve
plate and install them.
N0D524
16. Set the valve body (1), then tighten the cap screw.
Cap Screw: 180 N·m
Reduction Gears
1. Install the motor on the jig (A) and tighten them
with two bolts (2).
• The jig (A) must be fixed on the worktable with
the bolts.
“IV-148” A
2
N0D531
2. Install the floating seal (14) in the flange holder.

• Apply grease to the O-ring of the floating seal.
Be careful not to twist the O-ring.
14
N0D532
IV-155 TB1140
3. Install the sprocket (15), then tighten the bolts.

• Apply Loctite #262 to the bolt.
Bolt: 270 N·m
15
N0D533
4. Install the drum (16), then tighten the bolts.

• Apply Three Bond #1389B over the drum 14 16
installation surface of the housing (13).
• Apply Loctite #262 to the bolt.
Bolt: 270 N·m
5. Install the floating seal (14) in the drum.

• Apply grease to the O-ring of the floating seal.
Be careful not to twist the O-ring.
13
N0D534
6. Put the housing with the floating seal (14) posi-

tioned on the downside.
Housing + Sprocket + Drum: 96 kg
14
N0D535
7. Install the housing (13) in the motor.

• Install two eyebolts (M12) and hoist the hous-
ing.
• Push in the housing and make sure that a
uniform clearance is provided between the 13
motor and housing.
• Install the inner race of the roller bearing by
hammering a bar put on the inner race.
N0D536
TB1140 IV-156
8. Tighten the ring nut (10).
• Apply a small amount of grease over the screw
section of the ring nut (10).
• Manually tighten the ring nut (10) as hard as
possible before using the jigs (11) and (12) to
tighten with the prescribed torque.
• The jig (C) must comply with ST7248. 27 15
• The jig (D) must comply with ST7249.
10
Ring Nut: 790 N·m
N0D537
9. Provide the allowance for the sprocket (15).

• Hammer the sprocket (15) to let it turn for four M12
or five rotations left- and right-handedly, and
tighten the ring nut (10) with the prescribed C
torque.
D
• Repeat the procedure described above.
10
N0D516
10. Align the center of the spline of the motor with the
center of the pin (27). 10
• When the centers do not align with each other,
turn the ring nut (10) in the tightening direction
until they align. 27
N0D538
11. Assembling the carrier assembly 1.

a. Install the needle bearings (26) in the gears B1 G 24
(25). 26
b. Install thrust washers (24) and gears B1 (25) in
the carrier assembly 1 (23).
• Position the side provided with the identifi- 25
cation slot (G) of the gear B1 on the side of 23
the slit. 26
24
22
N0D523
IV-157 TB1140
c. Install the pins (21), then install the split pins.

• Position the slit side of the split pin on the
side of the edge surface of the pin (21).
21
N0D539
12. Assembling the carrier assembly 2.

a. Install the needle bearings (20) in the gears B2 19
(21). 17
b. Install thrust washers (19) and gears B2 (21) in
the carrier 2 (17). 21
c. Install the pins (18), then install the split pins.
• Assemble in the same way as the carrier 20
assembly 1.
19
18
N0D522
13. Install the carrier 1 assembly (8).

• Hook the nail of the lifting jig (B) on the
periphery of the carrier and hoist the carrier.
• The lifting jig (B) must comply with ST0916. B
• Mate the pin of the ring nut with the pin hole of 8
the carrier I.
N0D515
14. Install the gear S1 (7), the spacer (5) and gear S2
(4).
6 5 4
15. Install the carrier 2 assembly (6).
7
16. Install the spacer (5) and gear S2 (4).
• Install by gently engaging with the pinion of
the carrier 1 assembly (8).
N0D514
TB1140 IV-158
17. Set the cover, then tighten the bolts.
Cap Screw: 110 N·m
• Remove the grease on the matching surface 1
between the housing and cover and apply Three
Bond #1215.
18. Pour gear oil in through the plug hole, then install
the plug (1).
• Wind seal tape around the plug.
• Quantity of oil: Approx. 3.5 L
Plug: 50 N·m
N0D540
1. Attach the end of the spool (15) to the spindle (14) 16
and install them on the body. 15
• Insert the spool from the adapter side. 14
2. Fit the O-ring, spring (13) to the adapter (16) and
thighten the adapter (16) to the body.
Adapter: 30 N·m
13
3. Fit the O-ring to the plug (12) and tighten the plug
to the body. 12
Plug: 35 N·m
N0D508
4. Install the poppet (11) and spring (10).
5. Fit the O-ring to the plug (9) and tighten the plug
to the body.
Plug: 35 N·m
6. Install the spool assembly (8) in the valve body.
7. Fit the O-ring, spring (6) and stopper (7) on the

plug (5).
11
10
9
N0D507
8. Install the plug (5).

Plug: 450 N·m
9. Fit the O-ring to the plug (4) and tighten the plug 5
to the body. 6
Plug: 35 N·m 7 7
8 6
5
4
N0D506
IV-159 TB1140
10. Install the poppet (3) and spring (2).
11. Fit the O-ring to the cartridge (1) and tighten the
cartridge to the dody.
Cartridge: 320 N·m
3
2
1
3
2
1 N0D505
TB1140 IV-160
Checking the Parts

Parts Area Checked Judgement Criteria Treatment
Floating Seal Sliding Surface There should be no abnormal scratches, Replace
wear or seizing.
Gear B1, B2 Surface of Gear Teeth There should be no abnormal scratches, Replace
wear or flaking of the tooth surfaces (if
there has been pitting which covers 5%
or more of the engagement portion of
the tooth surface).
Front of cage and roller ro- There should be no abnormal scratches,
tating surface. wear or flaking of the rotating surface.
Needle Bearing Surface of needle. There should be no abnormal scratches, Replace
wear or flaking.
Thrust Plate Front of sliding surface There should be no abnormal scratches, Replace
wear or seizing.
Housing, Gear S1, Front of Gear Tooth Sur- There should be no abnormal scratches, Replace
Gear S2 faces wear or flaking in the tooth surfaces (if
there has been pitting which covers 5%
or more of the engagement portion of
the tooth surface).
Thrust Plate Front of sliding surface. There should be no abnormal scratches Replace
(0.02 mm or greater), wear or seizing,
etc.
O-ring   Replace
Shaft Surface of oil seal. There should be no scratches or abnor- Replace
mal wear.
Bearing Front of sliding surface. There should be no abnormal scratches, Replace
wear or flaking in the ball and race.
Oil Seal   Replace
Swash Plate Front of the surface which There should be no abnormal scratches Repair by lapping
slides with the sliding sur- (0.02 mm or greater), wear or seizing. (#1000) or replace.
face of the piston assembly.
Cylinder Block Clearance with the piston 0.04 mm or greater Repair with wrap
assembly. (#1000) or replace
Front of the surface which There should be no abnormal scratches the cylinder block
slides with the valve plate. (0.02 mm or greater), wear or seizing. and piston assem-
bly at the same
Piston Assembly Clearance with cylinder 0.04 mm or greater
time.
block
Front of the surface which There should be no abnormal scratches
slides with the swash plate. (0.02 mm or greater), wear or seizing.
Clearance between piston 0.4 mm or greater Replace
and shoe.
IV-161 TB1140
Parts Area Checked Judgement Criteria Treatment

Valve Plate Front of the surface which There should be no abnormal scratches Repair by lapping
slides with the spool. (0.02 mm or greater), wear or seizing. (#1000) or replace.
Body Front of the surface which There should be no abnormal scratches, Replace the base
slides with the spool. wear or seizing. plate and the spool
Spool Front of the surface which There should be no abnormal scratches, at the same time.
slides with the base plate. wear or seizing.
Front of the surface which There should be no abnormal scratches, Replace the spool
slides with the check valve. wear or seizing. and the check
Check Valve Front of the surface which There should be no abnormal scratches, valve at the same
slides with the spool. wear or seizing. time.
Surface of spool and seat. There should be contact with the seat
around the entire circumference.
TB1140 IV-162
TROUBLESHOOTING
Hydraulic Motor
Does not move. • Equipment other than the motor, coun- • Check if the proper pressure is reached
terbalance valve or speed reducer is on the motor inlet port side, then check
malfunctioning. each device and repair if necessary.
• Hydraulic oil is escaping due to ab- • Replace the abnormally worn parts.
normal wear of motor sliding parts.
• Principal motor parts are malfunc- • Replace the damaged parts.
tioning due to damage.
Motor won’t speed up. • The proper volume of hydraulic oil is • Check if the proper pressure is reached
not being supplied to the motor due to on the motor inlet port side, then check
the hydraulic pump, control valve, each device and repair if necessary.
etc.
• The motor’s volumetric efficiency is
• Check if the sliding parts are abnor-
dropping. mally worn, then repair or replace the
worn parts.
Changes in rotational speed • High pressure hydraulic oil is leaking • Replace the abnormally worn parts.
are great. and flowing out of the drain port due
to wear of the motor's sliding parts.
• Bearings are worn. • Replace the bearings if they are abnor-
mally worn.
Oil is leaking. • Oil is leaking due damage to oil seals • Replace the oil seals and O-rings.
or O-rings.
Does not move or rotation is Spool does not switch.
slow. • No hydraulic oil is arriving. • Repair or replace the damaged piping.
• Foreign matter is caught. • Remove the foreign matter and repair
or replace the damaged parts.
• The orifice is clogged up. • Clean it.
Won’t stop or stopping is The spool won’t return.
slow. • Foreign matter gets caught. • Remove the foreign matter and repair
• A spring is missing. • Install the spring.
• A spring is damaged. • Replace the spring.
Shock is great when stopping. Spool return is fast.
• The spring seat is missing. • Install the spring seat.
Valve makes an abnormal The spool does not return.
noise. • Foreign matter gets caught. • Remove the foreign matter and repair
IV-163 TB1140
2-speed Control Function

Machine veers during travel. Spool doesn’t switch over.
• Foreign matter is caught. • Remove the foreign matter and repair
• A spring is missing. • Install the spring.
TB1140 IV-164
SLEW MOTOR HYDRAULIC UNITS
SLEW MOTOR
CONSTRUCTION
Hydraulic Motor
24
20 22
E 21 23
18
19
17 15
16
5 14
E
13 1
4 6
25 26 2 8
3 9
10
12
29
30 28 27
SECTION E-E
7 11
N0D600E
1. Cylinder Block 9. Bearing 17. Brake Piston 25. Poppet

2. Disc Spring 10. Snap Ring 18. O-ring 26. Spring
3. Guide 11. Oil Seal 19. Valve Plate 27. Plunger
4. Shoe Holder 12. Case 20. Pin 28. Spring
5. Piston 13. Drain Plug 21. Disk Spring 29. O-ring
6. Swash Plate 14. Friction Disc 22. Needle Bearing 30. O-ring
7. Shaft 15. Center Disc 23. O-ring
8. Snap Ring 16. O-ring 24. Brake Valve
IV-165 TB1140
HYDRAULIC UNITS SLEW MOTOR
Reduction Gears
22 13 14 15 16 17 18 20 19 2 1
23
24
25
26 27 28 21 8 10 11 12 10 9 7 5 6 3 4
N0D601
1. Drive Gear 8. Pin 15. Lock Plate 22. Bearing

2. Thrust Plate 9. Split Pin 16. Carrier 2 23. Oil Seal
3. Pin 10. Thrust Plate 17. Thrust Plate 24. Sleeve
4. Split Pin 11. Needle Bearing 18. Sun Gear 25. O-ring
5. Needle Bearing 12. Planetary Gear B 19. Carrier 1 26. Shaft
6. Planetary Gear A 13. Bearing 20. Ring Gear 27. Drain Plug
7. Thrust Plate 14. Bearing Nut 21. Housing 28. Pipe
TB1140 IV-166
Brake Valve
8
9
11
10
6
13
5 12 4 3 2 1 16 15 14
N0D602
1. Plug 9. O-ring
2. O-ring 10. Backup Ring
4. Ring 12. Spool
5. Cover 13. Plug
6. Backup Ring 14. O-ring
7. O-ring 15. Spring
8. Relief Valve 16. Poppet
IV-167 TB1140
OPERATION
3 2 1
Hydraulic Motor
9 pistons (2) are fitted in the cylinder block (1) and
there is a valve plate (3) with two half moon ports, B
and C in the end. Also, the cylinder block (1) rotates
freely and is joined to the shaft (4) via the spline. On
the other band, the swash plate (5) is fastened to the
housing. A
When high pressure oil is introduced into port B, one
piston (2) makes contact and force F bears on the
swash plate (5).
F = P × A P: Pressure A: Piston Sectional Area
The force F which the piston (2) applies to the swash
plate (5) is divided into force F1, which pushes the F1
plate, and force F2, which rotates the cylinder block F2 5 4
F
(1). The total sum of the components in the direction
of rotation of the high pressure side piston generates
F
a rotational force in the cylinder block (1) and via the
spline, torque is transmitted to the shaft (4), turning it.
F2
Conversely, if high pressure oil is introduced to port
C, rotation is the reverse of the above.
F
F2
B C
E5D603
Makeup Valve
The makeup valve provides two functions.
One function prevents the cavitation caused by over-
run of the piston motor and prevents the deviation of
the travel of the machinery. If the motor is pumped by
the inertia of the machinery and the rotational speed
of the motor becomes equivalent to the rotational
speed achieved by the oil supplied to the motor, the
shortfall is replenished through the makeup valve (1)
to the motor main circuit to prevent the vacuum from
being generated in the circuit.
The other function works when the brake is applied to
1
the motor, closing the circuit between the control N0D605
valve and the motor. This function replenishes the

leakage from the motor drain and the valve through
the makeup valve (1) to prevent the vacuum being
generated in the circuit, allowing the braking function
to work in the normal circuit state.
TB1140 IV-168
Relief Valve
This valve prevents the pressure within the slew
circuit from exceeding the set pressure when the
1 2
slewing starts or stops.
The pressure in the port HP is applied to the poppet
(1).
When the pressure in the port HP reaches the force set
to the spring (2), the poppet (1) opens and the hydrau-
HP
lic oil flows into the port LP, reducing the slew
pressure.
When the pressure in the port HP decreases to a
prescribed pressure, the spring force closes the poppet LP
(1).
N0D607
1 2
HP
LP
N0D608
Parking Brake
The center discs (1) are connected to the housing and 4
the friction discs (2) are connected to the cylinder
block (3) via the spline, respectively. The center discs 5
(1) and friction discs (2) are pressed against the
housing (6) by the disc spring (4) via the brake piston
(5). The friction force between these discs generates
the brake torque to prevent the cylinder block (3) from
rotating.
3 2 1 6 N0D609
When the break releasing pressure is supplied from

the parking brake releasing port (7), the hydraulic oil
4
pushes open the check valve (9) and enters the brake
piston chamber (8). Then, the hydraulic oil overpow- 5
8
ers the force of the disc spring (4) to move the brake 7
piston (5) to the side of the disc spring. This produces
clearance between the friction disc (2) and the center
disc (1), relieving the parking brake.
3 2 1 N0D610
IV-169 TB1140
Reduction Gears
The reduction gear is composed of a 2-stage planetary
gear mechanism, and it converts the high-speed op-
eration of the motor to low speed torque for operation
of the pinion shaft (1).
In the figure on the right, the drive force transmitted
from the motor output shaft is transmitted to the
second stage sun gear (5) via the first stage drive gear
(2), the planetary gear (3) and the carrier 1 (4). Drive
force is transmitted in the same way to the pinion shaft
(1) via the second stage sun gear (5), the planetary
gear (6), and the carrier 2 (7), and this becomes the
slewing drive force.
TB1140 IV-170
General Cautions
• Carry out disassembly and assembly operations in
a clean place and provide clean containers to place • Make match marks on each part so that they will be
the disassembled parts in. assembled in the same positions when reassembled.
• Before disassembly, clean around the ports and • Replace all seals with new ones each time the unit
remove the paint from each joint using a wire is disassembled, coating them lightly with grease.
brush. • Check each part to make sure there is no abnormal
• Wash the disassembled parts and dry them with wear or seizing and use sandpaper, etc. to remove
compressed air. Do not use a rag, as this could any burrs, sharp edges, etc.
cause clogging of dirt.

der.
Disassembly
Slew Motor
1. Fix the jig (A) on the worktable with the bolts (1).
• Bore the holes for the bolts (1) on the work-
table before fixing the jig (A). 2
• The jig (A) must comply with ST5098.
2. Install the slew motor on the jig (A) and tighten

them with two bolts (2) (M20).
Slew Motor: 130 kg
3
A
• Engage the stopper (3) on the bottom of the jig
(A) with the tooth of the pinion gear.
1
N0D611
3. Remove the cap screws, then remove and then the

anti-rebound valve (4).
Cap Screw: 29 N·m
4
4. Loosen the drain plug (5) and drain out the oil.
• When reassembling, be sure to wind the seal
tape around the plug.
Plug: 30 N·m
6
5. Remove the pipe (6).
5
N0D612
IV-171 TB1140
6. Remove the cap screws to disassemble the motor

into the hydraulic motor (7) and the reduction
gear (8).
• Mark the mating position on both the hydraulic
motor and the reduction gear so that they can 7
be mated correctly when reassembling.
• Place the slew motor on the block of at least 50
mm thick in order to protect the shaft from
being damaged.
• When reassembling, put gear oil of approxi-
mately 3.2 liters into the reduction gear.
Cap Screw: 64 N·m 8
N0D613
Brake Valve
(1).
• Be careful not to let the valve plate drop off. 1
Cap Screw: 270 N·m
2. Remove the O-ring from the cover (1). 3

3. Remove the valve plate (2) from the cover (1).
• When reassembling, apply grease on the rear 2
side of the valve plate (2).
• When reassembling, mate the pins (3) of the
valve plate with the pin holes on the cover (1). N0D614
4. Remove the relief valve (4).

• Do not loosen the set screw nut (5). 6 5
• Do not disassemble the relief valve. 7
Relief Valve: 240 N·m 8 4
10
5. Remove the O-ring (6) and from the relief valve 9
(4).
6. Remove the O-ring (7) and the backup ring (8)

from the relief valve (4).
7. Remove the O-ring (9) and the backup ring (10)

from the relief valve (4). N0D615
8. Remove the plug (11), the spring (12) and the

poppet (13), then remove the O-ring from the
plug (11). 11
12
• Use the magnet to remove the spring (12) and 13
the poppet (13).
Plug Valve: 240 N·m
13
12
11
N0D616
TB1140 IV-172
9. Remove the plug (14) and remove the spring (15),
then remove the O-ring from the plug (14).
Plug: 70 N·m 14
15 16
10. Remove the spool (17) and ring (16).
• Push out the spool (17) and the ring (16) by 17
16 15
using a steel bar. Take care not to allow the 14
steel bar to damage the inside of the cover.
• When reassembling, install the ring (16) on
one side of the spool (17), and assemble them
by taking care not to let the ring (16) drop
down.
11. Remove the ring (16). N0D617
• Use the magnet to remove the ring.
1
Hydraulic Motor
1. Remove the disk spring (1).
• When reassembling, make sure the disk spring
is installed in the proper direction.
1
N0D619 N0D618
2. Remove the brake piston (2). 2 PH

• Blow the air from the brake release port PH
with care such that the brake piston does not
protrude.
3. Remove the O-rings from the brake piston (2).
N0D620
• When reassembling, put the installation jigs

(B) and (C) over the brake piston (2) and C
hammer the jigs (B) and (C) into place.
• The installation jig (B) must comply with B
ST2921. 2
• The installation jib (C) must comply with
ST2922.
N0D621
IV-173 TB1140
4. Remove the cylinder block (5), friction discs (6)

and center discs (7).
5
6
N0D622
5. Remove the shoe holder (8) and piston assembly

(9) from the cylinder block. 8
• When reassembling, make sure the shoe holder
(8) is installed with its chamfered side down. 10
10
6. Remove the guide (10) and disk springs (11) from 11
the cylinder block.
• When reassembling, make sure four disk
springs (11) are installed in the proper direc- 8
tions.
9
N0D623
7. Remove the swash plate (12).

• Hook the nails of two removal jigs (D) on the D
12
inner diameter section of the swash plate, and
pull off the swash plate.
• The removal jigs (D) must comply with
ST1458.
• When reassembling, apply grease over the
chamfered surface and the periphery of the
swash plate (12), and make sure the swash
plate (12) rotates smoothly.
N0D624
8. Remove the snap ring (13) from the casing (14).
14
13
N0D625
TB1140 IV-174
9 Remove the snap ring (16).
• Position the casing sideways.
17 16 15
10. Remove the shaft (15).
• Lightly tap the end face with a plastic hammer.
11. Remove the oil seal (17).

• As the oil seal is pressed in, do not remove it
unless required.
N0D626
• When reassembling, fill grease between the

lips of the oil seal.
• When reassembling, apply Three Bond #1104 F
over the periphery of the oil seal.
• When reassembling, use the installation jigs
(E) and (F) to install the oil seal.
• The installation jig (E) must comply with E
ST2897.
• The installation jig (F) must comply with
ST2898.
N0D627
Reduction Gears 1
1. Remove the drive gear (1) from carrier 1 (2).
2
2. Remove the carrier 1 (2).
N0D628
3. Remove the cap screw, then remove the ring gear

(3) from the housing (4). 3
• Insert a flat tip screwdriver in the notch of the
joint.
• When reassembling, apply Three Bond #1215
over the ring gear (3) and the installation side
4
of the housing (4).
Cap Screw: 140 N·m
N0D629
IV-175 TB1140
4. Remove the sun gear (5).

• When reassembling, make sure the sun gear
(5) is installed in the proper direction. 5
5. Remove the carrier 2 assembly (6). 6

• When reassembling, make sure the concave
section on the rear boss of the carrier is on the
side of the lock plate (7).
7
N0D630
N0D631
8
6. Disassembling the the carrier 1 assembly.
a. Remove the split pin (8).
• Remove the split pin (8) by using a detach-
able jig.
9
• The detachable jig must comply with
ST1462.
• Take care not to tap the split pin (8) exces-
sively.
• When reassembling, make sure the slit ends
of the split pin (8) reach the side of the edge
surface of the pin (8). 8 N0D632
b. Remove the pin (9).

• Take care not to damage the periphery (ex- 9
cept both edges) of the pin as it serves as the 13
sliding surface.
c. Remove the planetary gear A (10), and needle
bearing (11).
d. Remove the thrust plate (12). 11
e. Remove the thrust plate (13).
10
7. Disassembling the the carrier 2 assembly.
• Disassemble the carrier 2 in the same way as
the carrier 1. 12
N0D633
8. Remove the bolts, then remove the lock plate (7).

Bolt: 49 N·m
7
N0D634
TB1140 IV-176
9. Remove the ring nut (14) from the shaft.
• Remove the ring nut (14) by using the detach-
G
able jig (G).
• The detachable jig (G) must comply with
ST2927.
14
• When reassembling, apply a small amount of
grease over the screw section of the ring nut
(14).
• When reassembling, if the spline of the lock
plate (7) does not align with the shaft, turn and
loosen the ring nut (14) until they align with
each other.
Ring Nut: 390 N·m
N0D635
10. Remove the bolts and take out the housing (4)
from the jig (A).
• Install the eyebolts (M14) on the housing (4) 4
and hoist them.
Housing Assembly: 63 kg
• The jig (A) must comply with ST5098.
A
N0D636
11. Press out the shaft from the housing.

• Use a press of not more than 30 tons.
Prepare a canopy and use it to prevent broken
parts such as bearings from scattering.
• Canopy (H)
H
N0D638
N0D637
• When reassembling, put the press fit jig (I) on

the inner race (16) of the roller bearing at-
tached to the shaft, and press the shaft into the
I
housing.
16
• The press fit jig (I) must comply with ST2930.
N0D639
IV-177 TB1140
• When reassembling, before moving the hous-

ing equipped with the shaft onto the press
table, tighten the ring nut (14) to the shaft
manually as hard as possible to prevent the 14
shaft from dropping down. Upon moving the
housing onto the press table, remove the ring
nut (14).
N0D640
12. Disassemble the shaft assembly as follows:

a. Install the installation jig to the assembly by
using:
• Eight bolts (18): Each must be 200 mm 20
long, 19 mm in diameter (both edges must J
21
not worn out or deformed), and of the qual-
ity S35.
19
• Two hose clamps (19): Each must be 8.5
inches in gauge diameter and have a tighten-
ing range of 185 to 215 mm.
• Guide jig (J): Prepare as specified in the 18
figure below.
N0D641
15
N0D642
20
b. Press out the sleeve (20) and the inner race (21)
of the roller bearing out of the shaft. 21
N0D643
• When reassembling, press the sleeve (20)

and the inner race (21) of the roller bearing
into the shaft.
• The installation jig (K) must comply with
ST2929.
• When reassembling, apply grease over the K
periphery of the sleeve (20). 21
20
N0D644
TB1140 IV-178
13. Remove the O-ring from the sleeve (18).
18
N0D645
14. Remove the oil seal (19). 19

• Insert a flat tip screwdriver into the notch of the
oil seal installation section of the housing.
N0D646
• When reassembling, apply Three Bond #1215

over the periphery of the oil seal (19). 20
• When reassembling, fill grease between the
lips of the oil seal (19). 19
• When reassembling, hammer the oil seal (19)
in place by using the installation jig (20).
• The installation jig (20) must comply with
ST2928.
N0D647
When reassembling, if the oil seal is to be replaced

without removing the shaft, do as follows:
1. Drain the oil out of the reduction gear.
2. Place the slew motor sideways. 19
3. Install the installation jig (21) over the pinion gear

of the shaft, and press the installation jig (20) over
the installation jig (21). Hammer the installation
jig (20) in place.
• The installation jig (20) must comply with
ST2928.
• The installation jig (21) must comply with 20,21
ST7247. N0D648
IV-179 TB1140
Checking the Parts

Brake Valve
Parts Judgement Criteria Treatment
Check Valve, • Scratches in sliding portions are deep or roughness is severe. • Replace
Piston • The clearance with the body is large. • Replace
• Scratches in sliding portions are deep or seating is uneven. • Replace
Housing • Scratches in sliding portions are deep or roughness is severe. • Replace
• There are scratches where oil leakage occurs. • Replace
Relief Valve • The set pressure drops abnormally low. • Replace
Assembly • The set pressure is unstable and vibration occurs. • Replace
• There is a lot of leakage due to faulty seating, etc. • Replace
Spring • Damaged or severely deformed. • Replace
Hydraulic Motor
Recommended
Standard
Parts Replacement Treatment
Dimension
Value
Clearance (S) be- Replace cylinder
tween piston and block, swash plate
D
d
cylinder bore assembly.

0.02 mm 0.04 mm
S=D-d
E5D632
Clearance (S) be- Replace cylinder

tween piston and block, swash plate
shoe assembly.
0.15 mm 0.4 mm
E5D633
Shaft and needle Flaking or pitting Replace shaft, port

bearing rolling sur- in the rolling sur- block assembly.
face face.
E5D634
Cylinder block Sliding surface is Carry out lap re-

sliding surface (1) 1 rough. pairs (#1000 Pow-
der) or replace.
Valve plate sliding Replace
surface (2) 2
E5D635
TB1140 IV-180
Reduction Gears
Drive Gear • Gear tooth surfaces are pitted or separating, etc. • Replace
• Clearance with motor joint is large due to spline wear. • Replace
Housing, • Gear tooth surfaces are pitted or separating, etc. • Replace
Internal Gear
Planetary Gear • Gear tooth surfaces are pitted or separating, etc. • Replace
• Needle rolling surfaces are pitted or separating, etc. • Replace
Needle Bearing, • Needle and shaft rolling surfaces are pitted or separating, etc. • Replace
Planetary Shaft • Pressure marks, etc. on needle and shaft rolling surfaces. • Replace
• Bearing rotation is abnormal (abnormal noise, rotation not smooth, • Replace
etc.).
Carrier, Shaft • Clearance with planetary shaft is large. • Replace
Shaft • Clearance with pinion is large due to spline wear. • Replace
Thrust Wasyer • Amount of wear is great. • Replace
Ball Bearing, • Rotation is abnormal (abnormal noise, rotation not smooth, etc.). • Replace
Roller Bearing • Flaking, separation, etc. on rolling surfaces. • Replace
• Pressure marks, etc. on rolling surfaces. • Replace
Collar, Oil Seal, • Scratches, etc. exist which cause leaks. • Replace
O-ring
Anti-rebound Valve
Check Valve • Scratches in sliding portions are deep or roughness is severe. • Replace
• The clearance with the body is large. • Replace
• Scratches in sliding portions are deep or seating is uneven. • Replace
Body • Scratches in sliding portions are deep or roughness is severe. • Replace
• There are scratches where oil leakage occurs. • Replace
Spring, Sleeve • Damaged or severely deformed. • Replace
IV-181 TB1140
TB1140 IV-182
SWIVEL JOINT HYDRAULIC UNITS
SWIVEL JOINT
CONSTRUCTION
1 1. Plug
2. Shaft
3. Dust Seal
2 4. O-ring
5. Bushing
3 6. Slipper Seal
7. Hub
8. Thrust Ring
7 4 9. O-ring
5 10. Snap Ring
11. Cover
12. Bolt
6
8 10
9
11 12
N0D700
OPERATION
The swivel joint is mounted in the center of the

machine’s slew axis. It serves the role of maintaining 3
continuous connections in the hydraulic circuit re-
gardless of the upper frame’s slew angle.
2
Above the hub (1) and shaft (2), which are capable of
rotating together, ports (3) are included for oil for the
necessary number of circuits only. The inner circum-
ference surface of the hub and the outer circumfer-
ence surface of the shaft, grooves are cut which serve 4
as passages for hydraulic oil. Seals (4) are placed
above and below these circumferential grooves.
Oil flowing in from a port flows constantly through
this hydraulic passage (5) between the hub and shaft 5
and the circuits can be connected without a break 1
when the upper frame is slewing.
N0D701
IV-183 TB1140
HYDRAULIC UNITS SWIVEL JOINT
General Cautions
• Carry out disassembly and assembly in a clean • Replace the seals with new ones each time the
work area and provide clean containers to hold the swivel joint is disassembled, applying a thin coat-
disassembled parts. ing of grease to them.
• Clean thoroughly around the ports and remove the • Check each part for abnormal wear or seizing. Also
paint on the joints of each part with a wire brush. remove any burrs or sharp edges, etc. with sandpa-
• Clean the disassembled parts with a cleaning fluid per or by a similar method.
such as diesel fuel. • Check for foreign matter or dirt, etc. in the seal
grooves.

For assembly, follow the disassembly procedure in
the reverse order.
Disassembly
1. Take out the bolts, then remove the cover (1) from
the hub. 4
Bolt: 49 N·m
• After assembly, check if the shaft rotates. 3
2
1
N0D702
2. Remove the O-ring (2), snap ring (3) and thrust

ring (4).
• During assembly, make sure the snap ring fits
securely in the groove.
3. Remove the shaft (5) from the hub.

• Place a knock pin (6) against the shaft end and
tap with a hammer. Select a knock pin (6) made
of copper or plastic, etc.
• Apply a thin coating of hydraulic oil or grease
to the outer circumference of the shaft.
TB1140 IV-184
4. Remove the dust seal (7) and O-ring (8).
• During assembly, O-rings should not be twisted
when they are fitted in place. 7
N0D703
5. Remove the slipper seals (9) from the inside

diameter of the hub.
• Do not deform or bend the slipper seal strongly
in any one place.
N0D704
IV-185 TB1140
Inspection Procedure and Treatment
Inspection Interval Place Inspected Inspection Procedure Treatment

2,000 hrs. Seals which prevent ex- Check if oil is leaking out Replace the O-rings if there
ternal leakage of hy- is leakage
draulic oil
4,000 hrs. All seal parts  Replace all seal parts
Disassemble and check All sliding parts Check for abnormal wear, Treat in accordance with the
whether there is leak- scratches, corrosion, etc., due use limit
age or not to seizing, biting of foreign mat-
ter, etc.
When disassembling All parts Check for abnormal wear, Treat in accordance with the
due to breakdown scratches, corrosion, etc., due use limit. However, replace
to seizing, biting of foreign mat- the seal kit
ter, etc.
Checking the Parts

Hub, Shaft
Parts Judgment Standard Treatment
Seal parts and sliding • Parts which wear away due to wearing of surfaces Replace with new parts
parts which have undergone ultrasonic tempering, and
parts which come off due to seizing, biting in of
foreign matter, etc.
Hub and shaft sliding • Parts with abnormal wear or with scratches 0.1 mm Replace with new parts
parts other than seals deep or deeper due to seizing or biting in of foreign
matter, etc.
• Parts with scratches less than 0.1 mm deep Repair with an oil stone
Portions which slide • Parts which are worn 0.5 mm or more, or abnormally Replace with new parts
against the thrust ring worn parts
• Parts with less than 0.5 mm of wear Repair so that it is smooth
• Parts with scratches due to seizing, biting in or Repair so that it is smooth
foreign matter, etc., which are within the wear limit
of 0.5 mm and which can be repaired
Cover
Parts Judgment Standard Treatment
Portions which slide • Parts which are worn 0.5 mm or more, or abnormally Replace with new parts
against the ring worn parts
• Parts with scratches due to seizing, biting in or Repair so that it is smooth
foreign matter, etc., which are within the wear limit
of 0.5 mm and which can be repaired
TB1140 IV-186
Thrust Ring
Judgment Standard Treatment
• Parts which are worn 0.5 mm or more, or abnormally worn parts Replace with new parts
• Parts with scratches due to seizing, biting in or foreign matter, etc., which are Repair so that it is smooth
within the wear limit of 0.5 mm and which can be repaired
Inspection after Assembly

After assembly is completed, carry out a leak check of
each circuit using the apparatus shown in the figure.
1. Connect a pipe (3) from the hydraulic pump (2) to

the shaft (1) side port.
2. Connect a pressure gauge (5) to the hub (4) side.
3. Increase the pressure gradually to 24.0 MPa while
adjusting the relief valve (6), then perform a 1
minute leak test.
• Release the neighboring ports on both sides
and check visually for leakage from the ports.
• Check for external leakage, etc., by a color
check.
IV-187 TB1140
TROUBLESHOOTING

External oil leakage • O-ring is defective • Replace all the seal parts
Internal oil leakage • Thrust ring is defective • Replace all the seal parts
• Great wear on sliding surfaces • Replace the assembly
Shaft sticks • Shaft and hub are stuck together • Carry out polishing and honing. If looseness
and oil leakage are great, replace the assem-
bly
Cover looseness • Bolt tightening is insufficient • Retighten to the specified torque
TB1140 IV-188
V . TROUBLESHOOTING
V-1
IV-189 TB1140
TROUBLESHOOTINTG
CAUTIONS IN TROUBLESHOOTING AND REPAIRS
(1) Do not begin disassembling the equipment immediately just because it has broken down.
Conduct a thorough preliminary check before attempting disassembly.
a. Ask the user the following questions.
• What were the conditions when the machine broke down?
• Did anything abnormal happen before breakdown occurred?
• Are there any other places which were functioning poorly other than the part that broke
down?
• Are there any parts which have been repaired previous to the breakdown? What were
they?
• Has the same thing happened before?
b. Run the machine yourself and confirm the breakdown conditions.
• Judge whether the machine is really broken down or not following the judgment
standards.
The judgment on whether the machine has broken down may differ between individu-
als.
IMPORTANT: When running the machine, it is possible that moving the machine could
make the breakdown worse than it already is, so do not forget to ask the user if there is
anything to prevent your operating the machine.
c. Based on the information that you have gathered from the user and the information
obtained from running the machine yourself, judge the cause of the trouble. Also keep in
mind that it is difficult to reproduce the conditions of the breakdown again once the
machine has been disassembled, and early disassembly may make it impossible to
determine the true cause of the trouble. Therefore be sure to find the true cause of the
trouble before attempting disassembly.
(2) When it is thought that the trouble has more than one cause, begin investigating from the
simplest cause.
(3) Think over why the trouble could have occurred and try to correct the root cause of that
problem.
TB1140 V-2
V-190
TROUBLESHOOTINTG
CONTENTS
OVERALL MACHINE
No operations can be done. ................................................................................................................................... 4
All operations can be done, but there is no power. ............................................................................................... 6
The boom, bucket, slew and arm do not move at all, or the speed is low. ............................................................ 8
MACHINE TRAVEL
Right or left travel is impossible. ........................................................................................................................ 10
Speed drops in the left or right travel, causing the machine to travel in a curve. ............................................... 12
Machine won’t accelerate during travel. ............................................................................................................. 14
During travel, the hoe attachment cannot be operated. ....................................................................................... 16
SLEWING
No slewing can be done. ...................................................................................................................................... 17
Right or left slewing cannot be done. .................................................................................................................. 20
Slewing speed is low, or there is no power. ........................................................................................................ 22
The machine slews, but overrun when slewing stops is great, or it cannot be stopped. ..................................... 24
BOOM
The boom cylinder doesn’t move. ....................................................................................................................... 26
Boom cylinder operation is slow, or there is no power. ...................................................................................... 29
The amount of boom natural drop is great. ......................................................................................................... 30
ARM
The arm cylinder doesn’t move. .......................................................................................................................... 31
Arm cylinder operation is slow, or there is no power. ........................................................................................ 33
The amount of arm natural drop is great. ............................................................................................................ 35
BUCKET
The bucket cylinder doesn’t move, or there is no power. ................................................................................... 36
The amount of bucket natural drop is great. ........................................................................................................ 38
BOOM SWING
The swing cylinder doesn’t move. ....................................................................................................................... 39
DOZER BLADE
The dozer blade cylinder doesn’t move, or there is no power. ............................................................................ 41
The amount of dozer blade natural drop is great or the dozer blade won’t hold the machine up. ...................... 43
AUXILIARY HYDRAULICS
The proportional control is impossible. ............................................................................................................... 45
V-3 TB1140
TROUBLESHOOTINTG OVERALL MACHINE
NO OPERATIONS CAN BE DONE.
Inspect the hydraulic oil Insufficient

1 Replenish the hydraulic oil.
level.
Proper Amount
Inspect the pump and Faulty • Repair or replace the pump.

2
pump coupling. • Replace the coupling.
Normal
Faulty
3 Inspect the fuse. Replace the fuse.
Normal
Faulty Adjust or replace the limit

4 Inspect the limit switch.
switch.
Normal
Inspect the lever lock so- Faulty Repair or replace the lever lock
5
lenoid valve. solenoid valve.
1. Inspect the hydraulic oil level.

“III. Machine Configuration, Hydraulic
Tank”
2. Inspect the pump and pump coupling.

a. Disconnect the discharge hose from the pump
side.
Also fit a plug in the disconnected hose to keep
the hydraulic oil from pouring out.
b. With the engine emergency stop knob pulled
out all the way, turn the start switch to the
“START” position to cause the engine to begin
cranking. Check that the hydraulic oil is dis-
charged from the pump at this time.
If the pump is normal, hydraulic oil will be
discharged from it. If hydraulic oil is not dis-
charged, the pump or the coupling is faulty. N0E001
“IV. Hydraulic Units, Hydraulic Pump”
TB1140 V-4
OVERALL MACHINE TROUBLESHOOTINTG
3. Inspect the fuse.
Inspect the fuse for the electric power circuit that
operates the pilot solenoid valve.
10
15
10
10
10
20
10
20
10
5
10
5
20
30
20
20
N0E002
4. Inspect the limit switch.

Set the lever stand to the operation position to turn
on the limit switch. Check the voltage at the lever
lock solenoid valve by using a tester.
• The limit switch is normal if the voltage is
0.85Br
being applied.
N0E003
5. Inspect the lever lock solenoid valve.

Inspect by the following procedure.
a. Turn the starter switch to the “ON” position.
b. Push lightly on the projection on the front end
of the solenoid valve.
c. Move the lever stand and change the limit
switch from “OFF” to “ON”.
d. If the spool moves and vibration can be felt
with the fingertip when the circuit changes,
then it is normal.
L4E007
V-5 TB1140
ALL OPERATIONS CAN BE DONE, BUT THERE IS NO POWER.
Inspect the hydraulic oil Insufficient Replenish the hydraulic

1 2
level. oil.
Proper Amount
Noise generated by the Noise Replace the seal tape, O-rings,

3 Suction line is faulty.
pump. hose.
No Noise
Bubbles from inside Treat beginning at the source

the tank. of the bubbling.
Inspect the main relief Faulty Repair or replace the main

4
valve. relief valve.
Normal
• Repair or replace the pump.

5 Pump is faulty.
• Flush with hydraulic oil.
1. Inspect the hydraulic oil level.

Tank”
2. Replenish the hydraulic oil.

Take out the plug and replenish the hydraulic oil.
• The hydraulic oil supplied should be the same
brand as the oil currently in the tank.
3. Noise generated by the pump.

A faulty suction line can make it easy for cavita-
tion to occur in the pump and for noise to be
generated. Carry out the following inspect.
a. Inspect the piping used for suction of hydraulic
oil.
• Apply grease or oil to the part which appears
to be making the noise and inspect if there is
any change. (Inspect if it is sucking in air or
not.)
b. Inspect for clogging of the suction filter.
TB1140 V-6
4. Inspect the main relief valve.
Measure the relief pressure of the main relief
valve.
• The valve is normal if the pressure gauge 1 2
reading is the standard value.
“ II. Specifications, Standards for Judging
Performance”
If the main relief valve’s set pressure is too low,

adjust it by tightening the valve set screw gradu-
ally.
• If the pressure doesn’t rise after 1/4 turn of the
screw, the main relief valve is faulty.
A
L3E001
Cautions During Disassembly and Assembly

• The dimension A of the set screw (1) should be
measured and recorded when the cap nut (2) is
removed.
• Inspect for biting of foreign matter and for scratches
in the poppet seat surface.
• During assembly, the set screw should be set so that
dimension A, measured before disassembly, is a
little longer than previously. Then the screw should
be tightened gradually to adjust the pressure.
5. Pump is faulty.
If the pump is abnormally worn internally, or if it
is damaged, it is possible that pieces of metal are
mixed into the hydraulic oil. Therefore, carry out
the following treatment.
• Replace the spin filter cartridge.
• Replace the hydraulic oil or flush out the
hydraulic circuit.
(Up to NAS Class 9)
Caution : When replacing the hydraulic oil, be

sure to clean the inside of the Hydraulic Tank and
the suction strainer.
Tank”
If the pump seal is damaged, replace the seal.

V-7 TB1140
THE BOOM, BUCKET, SLEW AND ARM DO NOT MOVE AT ALL, OR THE SPEED IS LOW.
Inspect the hydraulic Faulty Repair or replace the hydrau-

1
pump pilot. lic pump pilot.
Normal
Faulty
2 Inspect the fuse. Replace the fuse.
Normal
Faulty Adjust or replace the limit

3 Inspect the limit switch.
switch.
Normal
Inspect the lever lock so- Faulty Repair or replace the lever lock
4
lenoid valve. solenoid valve.
Normal
Inspect the pilot relief Faulty Adjust, repair or replace the

5
valve. pilot relief valve.
Normal
Faulty Repair or replace the pilot

6 Inspect the pilot valve.
valve.
1. Inspect the hydraulic pump pilot.

Inspect the hydraulic pump pilot which is the
source of the hydraulic pressure for the pilot
valve.
“IV. Hydraulic Units, Hydraulic Pump” Pr Pilot
Since clogging of the line filter can also be con-
sidered, inspect and clean the filter. P1 P2
N0C103E
TB1140 V-8
2. Inspect the fuse.
Inspect the fuse for the electric power circuit that
operates the pilot solenoid valve.
10
15
10
10
10
20
10
20
10
5
10
5
20
30
20
20
N0E002
3. Inspect the limit switch.

Set the lever stand to the operation position to turn
on the limit switch. Check the voltage at the lever
lock solenoid valve by using a tester.
• The limit switch is normal if the voltage is
0.85Br
being applied.
N0E003
4. Inspect the lever lock solenoid valve.

Inspect by the following procedure.
a. Turn the starter switch to the “ON” position.
b. Push lightly on the projection on the front end
of the solenoid valve.
c. Move the lever stand and change the limit
switch from “OFF” to “ON”.
then it is normal.
L4E007
5. Inspect the pilot relief valve.

Measure the relief pressure of the pilot relief
valve.
• If the pressure is the standard value, the valve
is normal.
Performance”
6. Inspect the pilot valve.

“IV. Hydraulic Units, Pilot Valve”
V-9 TB1140
TROUBLESHOOTINTG MACHINE TRAVEL
RIGHT OR LEFT TRAVEL IS IMPOSSIBLE.
Inspect the operation of

1 actuators other than the
travel motor.
Normal
Inspect the piolt valve Faulty Repair or replace the pilot

2
(travel). valve (travel).
Normal
Inspect the operation of Faulty Repair or replace the housing

3
the spool. block.
Normal
Faulty Repair or replace the swivel

4 Inspect the swivel joint.
joint.
Normal
Inspect the counterbal- Faulty Repair or replace the counter-

5
ance valve. balance valve.
Normal
Faulty Repair or replace the travel

6 Inspect the travel motor.
motor.
1. Inspect the operation of actuators other than Lever

the travel motor. Place Inspected
Operated
If operation of the right or left travel motor is
If right travel
impossible, operate each respective actuator in Boom Pump P1
is impossible Main Relief
accordance with the table at right. If operation is
faulty, inspect the main relief valve and pump. If left travel is valve R1
Arm Pump P2
impossible
2. Inspect the pilot valve (travel).

Disconnect the hose between the pilot valve
(travel) and control valve (travel section) at the Pa6
Pa1
control valve side, then set a pressure gauge in the
Pb6 Pb1
disconnected hose.
• A plug should be inserted in the control valve
port.
• Operate the lever (travel) and measure the
pressure.
• Depending on the operating angle, a pressure TRP
TR4 TRT
in the 0~3.9 MPa range is normal. TR3
TR1
TR2 N0E004
TB1140 V-10
MACHINE TRAVEL TROUBLESHOOTINTG
3. Inspect the operation of the spool.
Disconnect the hose that goes between the control
valve (travel section) and the travel motor at the
valve side and set a pressure gauge to the dis-
charge port of the valve.
• Operate the lever (travel) and measure the
pressure.
• The operation of the spool is normal if it agrees
B6
with the following value of supply pressure: 2
4
34.3 MPa 3 1
A6 B1
A1
N0E005
4. Inspect the swivel joint.

• Disconnect the hose between the swivel joint
and the counterbalance valve from the coun-
terbalance valve side and set a pressure gauge
in the hose.
• Operate the travel lever and measure the pres-
sure.
• The swivel joint is normal if the pressure gauge
reading indicates the standard value.
Standard value: Approx. 34.3 MPa
N0E006
5. Inspect the counterbalance valve.

• If neither forward nor reverse travel is pos- 2 1
sible, the spool (1) of the counterbalance valve
could be sticking in the neutral position.
• If either forward or reverse travel is possible,
the spool (1) of the counterbalance valve could
be sticking in a position other than the neutral
position.
• Disconnect the counterbalance valve plug (2)
and try pushing the spool (1) with a finger. It is
normal if it moves smoothly about 6 mm.
N0E007
6. Inspect the travel motor.

“IV. Hydraulic Units, Travel Motor”
V-11 TB1140
SPEED DROPS IN THE LEFT OR RIGHT TRAVEL, CAUSING THE MACHINE TO TRAVEL IN A CURVE.
Within
Is the amount of travel standard Depends on the com-
1 Normal
curve within standard? bination of equipment.
Not within Standard
Inspect the crawler ten- Faulty Adjust to the proper dimen-

2 sion and inspect for for- sions or remove the foreign
eign matter biting in, etc. matter.
Not abnormal

3
the spool. block.
Normal
The direction of travel curve
• Repair the pump or replace it.
Switch the left and right changes to the opposite side.
4 • Replace the hydraulic oil
pump discharge hoses.
and filter.
No change

joint.
Normal
Inspect the counterbal- Faulty Repair or replace the counter-

6
ance valve. balance valve.
Normal
Large amount
Inspect the travel motor drains out. Repair or replace the travel
7 Motor is faulty.
drain volume. motor.
Within standard
The travel motor’s reduc- Repair or replace the travel

8
tion gear unit is faulty. motor.
1. Is the amount of travel curve within stan-

dard?
If the amount of travel curve is within standards,
then operation is normal and the variation de-
pends on the combination of equipment.
Performance”
TB1140 V-12
2. Adjust the tension of the crawler belt.
Performance”

“V-11”
4. Switch the left and right pump discharge

hoses.
Switch the discharge hoses for Pump P1 and
Pump P2. The pump is faulty if the direction in
which the machine curves during travel is in the
opposite direction.
• Disassemble and inspect the pump. N0E008

“V-11”
6. Inspect the counterbalance valve.

Inspect if the counterbalance valve’s plunger
moves smoothly.
“V-11”
7. Inspect the travel motor drain volume.

Using the hoe attachment and dozer blade, raise
the machine, then operate the motor under the
following conditions and measure the amount of
oil that drains out in a 1 minute period.
a. Press the air breather button on the hydraulic
tank to release the inner pressure of the tank.
b. Remove the drain hose connected to the motor
and insert plugs in the hose that was removed.
c. Install a hose for measuring the amount of oil
draining out in the motor’s drain port.
d. Operate the motor and measure the amount of
oil draining out.
Hydraulic Oil Temp.: 50~60 °C
Engine: Rated r.p.m
Drainage Amount: N0C310
Unit: L/mm
Standard Values Allowable Values
0.3~1.2/0.3~1.9* 1.8/2.5*
*: When the pressure is relieved with the mo-
tor prevented from rotating by the pipe
engaged with the travel motor sprocket.
8. The travel motor’s reduction gear unit is

faulty.
N0E009
V-13 TB1140
MACHINE WON’T ACCELERATE DURING TRAVEL.
Inspect the hydraulic Faulty Repair or replace the hydrau-

1
pump pilot. lic pump pilot.
Normal
Inspect the pilot relief Faulty Adjust, repair or replace the

2
valve. pilot relief valve.
Normal
Inspect the travel speed Faulty Replace the travel speed

3
switch. switch.
Normal
Inspect the 2nd speed Faulty Repair or replace the 2nd

4
solenoid valve. speed solenoid valve.
Normal

joint.
Normal
The 2nd speed control Faulty Repair or replace the 2nd

6
valve is faulty. speed control valve.
1. Inspect the hydraulic pump pilot.

Inspect the hydraulic pump pilot which is the
source of the hydraulic pressure for switching to
second gear.
“V-8”
Since clogging of the line filter can also be con-
sidered, inspect and clean the filter.
2. Inspect the pilot relief valve.

Measure the relief pressure of the pilot relief
valve.
• If the pressure is the standard value, the valve
is normal.
Performance”
TB1140 V-14
3. Inspect the travel speed switch.
Press the switch to turn it “ON”. While it is in this
condition, check if there is continuity with a
tester.
4. Inspect the 2nd speed solenoid valve.

a. Turn the start switch “ON”.
b. Press the protruding portion of the solenoid
valve lightly.
c. Turn the travel speed switch “ON”.
then it is normal.
L4E017

Disconnect the hose between the swivel joint and
the 2nd speed control valve at the 2nd speed
control valve side. Set a pressure gauge in the
disconnected end of the hose and turn on the 2nd
speed switch.
• A pressure of 3.9 MPa is normal.
N0E011
6. The 2nd speed control valve is faulty.

Check if the plunger of the 2nd speed control
valve is sticking or if foreign matter is caught in
it.
V-15 TB1140
DURING TRAVEL, THE HOE ATTACHMENT CANNOT BE OPERATED.
Inspect the individual

1
operation.
Normal
Inspect the switching Faulty

Repair or replace the control
2 pressure for the straight
valve.
travel.
Normal
Inspect the straight travel Faulty Repair or replace the straight

3
valve. travel valve.
1. Inspect the individual operation.

Confirm that travel, boom, arm, bucket, and swing
operation is normal with individual operation.
2. Inspect the switching pressure for the straight

travel.
Confirm that the auto diesel operates normally
when traveling. If it operates normally, the straight
travel switching pressure is normal.
3. Inspect the straight travel valve.

Inspect if the spool of the straight travel valve
moves smoothly.
• Remove the spool cover on the straight travel
valve and try pushing the plunger with a finger.
It is normal if it moves smoothly.
“IV. Hydraulic Units, Control Valve”
N0E012
TB1140 V-16
SLEWING TROUBLESHOOTINTG
NO SLEWING CAN BE DONE.

slew motor.
Normal

valve.
Normal

3
the spool. block.
Normal
Inspect the slew hydrau- Pressure is low. Adjust the slew relief
4 Adjust the set pressure.
lic pressure. valve pressure.
Normal
Pressure does not rise Repair or replace the slew re-

lief valve.
Faulty Repair or replace the slew

5 Inspect the slew motor.
motor.
Normal
Inspect the slew reduc- Faulty Repair or replace the slew re-
6
tion gear. duction gear.
Normal
The slew bearing is faulty. Replace.
1. Inspect the operation of actuators other than

the slew motor.
Inspect if the operation of the slew motor only is Lever Operated Places inspected
faulty by the table at right. If its operation is
Dozer Blade Relief Valve R1 Pump P2
faulty, inspect the main relief valve and the hy-
draulic pump.
“V-7”
V-17 TB1140
TROUBLESHOOTINTG SLEWING

Disconnect the hose between the pilot valve and
control valve (slew section) at the control valve
side, then set a pressure gauge in the disconnected Pa3
hose.
L3
port. Pb3
L1
• Operate the lever (slew) and measure the pres-
sure.
• Depending on the operating angle, a pressure
in the 0~3.9 MPa range is normal.
N0E013

valve (slew section) and the slew motor at the
valve side and set a pressure gauge to the dis- A
charge port of the valve. B
• Operate the lever (slew) and measure the pres-
sure.
with the following value of supply pressure: B3 A3
33.3 MPa
N0E014
4. Inspect the slew hydraulic pressure.

Measure the pressure at the left and right slew
relief valves.
• The pressure is normal if it is the standard
value.
Performance”
If adjustment of the pressure is possible, the slew
relief valve’s adjustment is faulty. Also, if the
pressure adjustment is impossible, the slew relief
valve is faulty.
5. Inspect the slew motor.

Separate the slew motor and reduction gear (1)
2
and turn the motor (2) only.
• If it turns, the reduction gear or the slew bear-
ing (3) is faulty.
• If it doesn’t turn, the slew motor is faulty.
“IV. Hydraulic Units, Slew Motor”
1
3
N0E015
TB1140 V-18
6. Inspect the slew reduction gear.
Separate the reduction gear from the turntable (4)
and turn the pinion manually.
• If it turns, the slew bearing is faulty.
• If it doesn’t turn, the reduction gear is faulty.
N0E016
V-19 TB1140
RIGHT OR LEFT SLEWING CANNOT BE DONE.

valve.
Normal

2
the spool. block.
Normal
Inspect the slew relief Faulty Repair or replace the slew re-
3
valve. lief valve.
Normal
Inspect the check valve Faulty Repair or replace the slew

4
of the slew brake valve. brake valve.
Normal
Repair or replace the slew

5 The slew motor is faulty.
motor.

It could be that the spool for only the side of the
pilot valve for which slewing is impossible will
not operate.
“V-18”

It could be that the spool will not move only in the
direction in which slewing is impossible.
“V-18”
TB1140 V-20
3. Inspect the slew relief valve.
Try switching the left and right slew relief valves.
If slewing becomes possible, the relief valve is
faulty.
Performance”
N0E017
4. Inspect the check valve of the slew brake

valve.
If foreign matter is caught in one end of the check
valve (1), or if the valve is sticking, right or left
slewing will be impossible.
• If foreign matter is caught in one of the check
valves, the hydraulic oil returns to the tank
from the check valve. 1
N0E018
5. The slew motor is faulty.

V-21 TB1140
SLEWING SPEED IS LOW, OR THERE IS NO POWER.
Is the time needed for Within the standard.

1 slewing within the stan- Normal
dard?
Not within the standard

valve.
Normal

3
the spool. block.
Normal
Inspect the slew hydrau- Pressure is low. Adjust the pressure of

lic pressure. the slew relief valve.
Normal
Pressure does not rise. Repair or replace the slew re-

lief valve.
Inspect the check valve Faulty Repair or replace the slew

5
of the slew brake valve. brake valve.
Normal
Inspect the slew motor Faulty Repair or replace the slew

6
drainage amount. motor.
Normal
Inspect the slew reduc- Faulty Repair or replace the slew re-
7
tion gear. duction gear.
Normal
The slew bearing is faulty. Replace.
TB1140 V-22
1. Is the time needed for slewing within the
standard?
Performance”

“V-18”

“V-18”

“V-18”
5. Inspect the check valve of the slew brake

valve.
“IV. Hydraulic Units, Slew Motor” 2
DB
6. Inspect the slew motor drainage amount. T10
Operate the slew motor under the following con- Dr 1
ditions and measure the amount of oil which
drains out in 1 minute.
a. Press the air breather button on the hydraulic
tank to release the inner pressure of the tank.
b. Disconnect the drain hose (1) connected to the
motor and insert a plug (2) in the end of the
disconnected hose.
c. Install a hose (3) for measuring the drainage N0E019
amount in the motor’s drain port.

d. Operate the motor for 1 minute and measure
the drainage amount. If it is as follows, the
drainage amount is normal. DB
Hydraulic Oil Temp.: 50~60 °C
Engine Speed: Rated r.p.m 3 Dr
Drainage Amount:
Unit: L/mm
Standard Values Allowable Values
<
= 0.4/ <
= 1.6* 0.6/2.0*
*: When the pressure is relieved with the upper
machinery prevented from slewing in the
direction of measurement. N0E020
7. Inspect the slew reduction gear.

V-23 TB1140
THE MACHINE SLEWS, BUT OVERRUN WHEN SLEWING STOPS IS GREAT, OR IT CANNOT BE STOPPED.
Is the amount of overrun Within the standard.

1 when slewing stops Normal.
within the standard?
Not within the standard.

valve.
Normal

3
the spool. block.
Normal
Inspect the slew hydrau- Pressure is low. Adjust the pressure of

lic pressure. the slew relief valve.
Normal
Pressure doesn’t rise Repair or replace the slew re-

lief valve.
Inspect the slew brake Repair replace the slew brake

5
valve. valve.
1. Is the amount of overrun when slewing stops

within the standard?
Performance”

Inspect if the spool of the pilot valve returns to the
neutral position when the operation lever (slew)
Pa3
is released after operation. Disconnect the hose
between the pilot valve and the control valve
L3
(slew section) on the control valve side, then set Pb3
a pressure gauge in the disconnected hose. L1
• Read the pressure gauge after operating the

lever (slew), then releasing it.
• If the pressure is zero, the pilot valve is normal.
N0E013
TB1140 V-24
Inspect if the spool of the control valve (slew
section) returns to the neutral position when the
operation lever (slew) is released after operation.
Disconnect the line from the slew section of the A
control valve, then set a pressure gauge in its B
supply port.
• Read the pressure gauge after operating the
lever (slew), then releasing it.
• If the pressure is zero, the pilot valve is normal. B3 A3

“V-18” N0E014
5. Inspect the slew brake valve.

V-25 TB1140
TROUBLESHOOTINTG BOOM
THE BOOM CYLINDER DOESN’T MOVE.

Right Side Left Side
WARNING
• When the raised boom cannot be lowered,
2 2
loosen the plug (2) of the emergency shut-off
valve (1) and lower the boom before proceed-
ing to the next operation.
• Never allow person under the boom when
loosening the plug (2) of the emergency shut-
off valve (1), or the boom might drop down
suddenly.
1
N0E021E

boom cylinder.
Normal

valve.
Normal

3
the spool. block.
Normal
Operation
Perform a port relief became normal. The port relief valve is Repair or replace the port re-
4
valve switching test. faulty. lief valve.
Does not change.
Inspect the emergency Faulty Repair or replace the emer-

5
shut-off valve. gency shut-off valve.
Normal
Inspect the boom cylin- Faulty Repair or replace the boom

6
der. cylinder.
TB1140 V-26
BOOM TROUBLESHOOTINTG
the boom cylinder.
Inspect if the operation of the boom cylinder only Lever Operated Places Inspected
is faulty by the table at right. If its operation is
faulty, inspect the main relief valve and the hy- Right & Left Travel Relief Valve R1 Pumps P1 & P2
draulic pump.
“V-7”

Disconnect the hose between the pilot valve and
control valve (boom section) on the control valve R4
side, then set a pressure gauge in the disconnected R2 Pa4
hose.
• Operate the (boom) lever and measure the
Pb8
pressure.
• Depending the operation angle, if the pressure
is normal, it will range between 0~3.9 MPa.
J3
N0E022
J4

Disconnect the hose between the control valve
(boom section) and the cylinder on the cylinder
side, then set a pressure gauge in the disconnected
hose. A8
• Operate the (boom) lever and measure the
B8
pressure. H
• A pressure of 34.3 MPa is normal. B A
R
C
D
N0E023
4. Perform a port relief valve switching test.

Switch the port relief valve for the port relief
valve of the normal arm. If the boom cylinder
operates, the boom side port relief valve is faulty.
N0E024
V-27 TB1140
5. Inspect the emergency shut-off valve.

Tip:
When the boom is raised, the emergency shut-off
valve (1) supplies the oil from the check valve (2) to
the cylinder head side. Therefore, the check valve (2)
prevents the boom from dropping down even when
the hose is broken or damaged in the downstream of 2 2
the check valve (2).
When the boom is lowered, the pilot pressure for
1 1
operating the boom (downside) is supplied to the
emergency shut-off valve (1), connecting the cylinder
head side and the valve return side.
N0E025
Disconnect the hose between the control valve (boom

section) and the emergency shut-off valve on the
emergency shut-off valve side, then set a pressure
T7
gauge in the disconnected hose.
• Operate the (boom raise) lever and measure the
pressure.
• When the supply pressure is 3.9 MPa, the emer-
gency shut-off valve is faulty.
E
Pb8
T
PIL
N0E026
6. Inspect the boom cylinder.

TB1140 V-28
BOOM TROUBLESHOOTINTG
BOOM CYLINDER OPERATION IS SLOW, OR THERE IS NO POWER.
Is the boom cylinder’s Within the standard.

1 speed within the stan- Normal
dard?

valve.
Normal

3
the spool. block.
Normal
Operation
4
Does not change.
Inspect the boom cylin- Faulty Repair or replace the boom

5
der. cylinder.
1. Is the boom cylinder’s speed within the stan-

dard?
Performance”

“V-27”

Stroke the spools of the boom [1] and boom [2]
sections and inspect whether they move smoothly,
or remove the spools and check whether there is
any foreign matter engaged in them.

“V-27”
5. Inspect the boom cylinder.

“IV. Hydraulic Units, Cylinders”
N0E027
V-29 TB1140
THE AMOUNT OF BOOM NATURAL DROP IS GREAT.
Is the amount of natural Within the standard.

1 Normal
fall within the standard?
Inspect for internal leak- Faulty Repair or replace the boom

2
age in the boom cylinder. cylinder.
Normal
Operation
3
Does not change.
The control valve is leaking

Replace the housing block.
internally.
1. Is the amount of natural drop within the

standard?
“ II. Specifications, Standards for Judging
Performance”
2. Inspect for internal leakage in the boom

cylinder.

“V-27”
TB1140 V-30
ARM TROUBLESHOOTINTG
THE ARM CYLINDER DOESN’T MOVE.

arm cylinder.
Normal

valve.
Normal

3
the spool. block.
Normal
Operation
4
Does not change.
Faulty Repair or replace the arm cyl-

5 Inspect the arm cylinder.
inder.

the arm cylinder.
Inspect if the operation of the arm only is faulty by Lever Operated Places Inspected
the table at right. If operation is faulty, inspect the
main relief valve and the hydraulic pump. Right & Left Travel Relief Valve R1 Pumps P1 & P2
“V-7”

“V-27”
V-31 TB1140
TROUBLESHOOTINTG ARM

Disconnect the arm hose connected to the pipe at
BUCKET
BUCKET
the boom foot, then set a pressure gauge in the
ARM
ARM
disconnected hose.
• Operate the (arm) lever and measure the pres-
sure.
• If the pressure is 34.3 MPa, it is normal.
L3E010E

Switch the port relief valve with that of the
normal boom. If the arm cylinder then operates,
the port relief valve is faulty.
N0E024
5. Inspect the arm cylinder.

BUCKET
BUCKET
Switch the arm hoses and bucket hoses connected

ARM
ARM
to the pipes at the boom foot.

• Try operating the (bucket) operation lever to
operate the arm cylinder.
• If the cylinder doesn’t operate, the cylinder is
faulty.
When performing the operation above, the
bucket cylinder should be fully extended, the
arm cylinder should be fully retracted, and
the bucket should be lowered to the ground.
L3E011E
TB1140 V-32
ARM CYLINDER OPERATION IS SLOW, OR THERE IS NO POWER.
Is the arm cylinder’s Within the standard.

1 speed within the stan- Normal
dard?

valve.
Normal

3
the spool. block.
Normal
Operation
4
Does not change

inder.
1. Is the arm cylinder’s speed within the stan-

dard?
Performance”

“V-27”

Stroke the spools of the arm [1] and arm [2]
sections and inspect whether they move smoothly,
or remove the spools and check whether there is
any foreign matter engaged in them.

“V-32”
N0E028
V-33 TB1140
TROUBLESHOOTINTG ARM

a. Fully retract the bucket cylinder, fully retract
the arm cylinder and lower the bucket to the
ground.
b. Disconnect the two hoses connected to the

cylinder. Insert plugs (1) in the disconnected
hoses and the cylinder piping.
c. Raise the boom and raise the hoe attachment so

it floats above the ground. If the arm dorps, the
cylinder is faulty. If the arm does not drop,
there is leakage inside the control valve.
TB1140 V-34
THE AMOUNT OF ARM NATURAL DROP IS GREAT.

1 Normal

inder.
Normal
There is leakage inside

3 Replace the housing block.
the control valve.
1. Is the amount of natural fall within the stan-

dard?
Performance”

“V-34”
V-35 TB1140
TROUBLESHOOTINTG BUCKET
THE BUCKET CYLINDER DOESN’T MOVE, OR THERE IS NO POWER.

bucket cylinder.
Normal

valve.
Normal

3
the spool. block.
Normal
Operation
4
Does not change.
Inspect the bucket cylin- Faulty Repair or replace the bucket

5
der. cylinder.

the bucket cylinder.
Inspect if the operation of the bucket only is faulty Lever Operated Places Inspected
by the table at right. If operation is faulty, inspect
the main relief valve and the hydraulic pump. Left Travel Relief Valve R1 Pump P2
“V-7”

“V-27”

“V-32”
TB1140 V-36
BUCKET TROUBLESHOOTINTG
valve of the normal arm. If the bucket cylinder
operates, the bucket side port relief valve is faulty.
N0E029
5. Inspect the bucket cylinder.
BUCKET
BUCKET
At the boom foot, exchange the arm hose with the
ARM
ARM
bucket hose that is connected to the pipe.
• Move the lever (arm) and check whether the
bucket cylinder operates.
• If the bucket cylinder does not operate, the
bucket cylinder is faulty.
This inspection should be done with the

bucket cylinder fully extended and the arm
cylinder fully retracted. Also, the bucket must
be lowered to the ground.
L3E011E
V-37 TB1140
TROUBLESHOOTINTG BUCKET
THE AMOUNT OF BUCKET NATURAL DROP IS GREAT.

1 Normal
Inspect the bucket cylin- Faulty Repair or replace the bucket

2
der. cylinder.
Normal
There is leakage inside

3 Replace the housing block.
the control valve.
1. Is the amount of natural drop within the

standard?
“II, Specifications, Standards for Judging
Performance”
2. Inspect the bucket cylinder.

a. Fully extend the bucket cylinder, fully retract
the arm cylinder and lower the bucket to the
ground,
b. Disconnect the 2 hoses connected to the cylin-
der.
Insert the plugs (1) in the disconnected hoses
and the piping.
c. Raise the boom and raise the hoe attachment so

that it floats above the ground, If the bucket
drops, the cylinder is faulty, If the bucket does
not drop, there is leakage inside the control
valve.
TB1140 V-38
BOOM SWING TROUBLESHOOTINTG
THE SWING CYLINDER DOESN’T MOVE.

swing cylinder.
Normal
Inspect the pilot valve Faulty Repair or replace the pilot

2
(swing). valve.
Normal

3
the spool. block.
Normal
Operation
4
Does not change.
Inspect the swing cylin- Faulty Repair or replace the swing

5
der. cylinder.

the swing cylinder.
Inspect if the operation of the boom swing only is Lever Operated Places Inspected
faulty by the table at right. If operation is faulty,
inspect the main relief valve and the hydraulic Left Travel Relief Valve R1 Pump P2
pump.
“V-7”
V-39 TB1140
TROUBLESHOOTINTG BOOM SWING
2. Inspect the pilot valve (swing).

Disconnect the hose between the pilot valve
(swing) and control valve (swing section) at the
control valve side, then set a pressure gauge in the
disconnected hose. Prb1 Pra1

port. BS1 BS2
• Operate the lever (swing) and measure the
pressure.
BST BSP
in the 0~3.9 MPa range is normal. TRT
TRP
N0E030

Disconnect the hose between the control valve
(swing section) and the cylinder on the cylinder
side, then set a pressure gauge in the disconnected
hose.
H
• Operate the boom swing pedal and measure the AR1
pressure.
• A pressure of 34.3 MPa is normal. BR1
N0E031

valve of the normal arm. If the swing cylinder
operates, the swing side port relief valve is faulty.
N0E032
5. Inspect the swing cylinder.

TB1140 V-40
DOZER BLADE TROUBLESHOOTINTG
THE DOZER BLADE CYLINDER DOESN’T MOVE, OR THERE IS NO POWER.

dozer blade cylinder.
Normal

valve.
Normal

3
the spool. block.
Normal
Operation
4
Does not change.

joint.
Normal
The dozer blade cylinder is Faulty Repair or replace the dozer

faulty. blade cylinder.

the dozer blade cylinder.
Inspect if the operation of the dozer blade only is Lever Operated Places Inspected
faulty by the table at right. If operation is faulty,
inspect the main relief valve and the hydraulic 2nd Auxiliary Relief Valve R3 Pump Pr
pump.
“V-7”
2. Inspect the pilot valve (dozer blade).

Disconnect the hose between the pilot valve (dozer Pra2
blade) and control valve (dozer blade section) at
the control valve side, then set a pressure gauge in BLT BLP
Prb2
the disconnected hose.
port.
• Operate the lever (dozer blade) and measure
BL1 BL2
the pressure.
in the 0~3.9 MPa range is normal.
N0E033
V-41 TB1140
TROUBLESHOOTINTG DOZER BLADE

valve (dozer blade section) and the dozer blade
cylinders at the valve side and set a pressure AR2
BR2
gauge to the discharge port of the valve.
• Operate the lever (dozer blade) and measure
the pressure.
with the following value of supply pressure:
24.0 MPa
5
N0E034

valve of the normal 2nd auxiliary. If the dozer
blade cylinder operates, the dozer blade side port
relief valve is faulty.
Since the set pressure on the dozer blade port
relief valve and the set pressure on the 2nd auxil-
iary port relief valve differ, be sure to return the
port relief valves to their proper location.
N0E035

the dozer blade cylinder on the cylinder side.
Connect a pressure gauge to the disconnected
hose and operate the lever (blade).
• If the measured pressure is not the following
value, the swivel joint is faulty.
Supply Pressure: 24.0 MPa
TB1140 V-42
DOZER BLADE TROUBLESHOOTINTG
THE AMOUNT OF DOZER BLADE NATURAL DROP IS GREAT OR THE DOZER BLADE WON’T
HOLD THE MACHINE UP.

1 Normal
drop within the standard?
Inspect for internal leak- Faulty Repair or replace the housing

2
age in the blade cylinder. block.
Normal
Repair or replace the swivel

Inspect the swivel joint Faulty
3 joint, or replace the control
and control valve.
valve.
1. Is the dozer blade’s natural drop within the

standard?
Performance”
2. Inspect for internal leakage in the dozer

blade cylinder.
a. Using the hoe attachment, raise the machine’s
body, then lower the dozer blade fully.
b. Disconnect the dozer blade cylinder’s rod side

hose and drain out the oil in the piping.
Insert a plug (1) in the disconnected hose.
• Test the left and right cylinders one at a
time. Remove both hoses from the cylinder
that is not being inspected at this time and
plug the disconnected hoses. 1
1
1
L3E018
V-43 TB1140
TROUBLESHOOTINTG DOZER BLADE
c. Raise the boom and apply a load on the dozer

blade.
• If the machine’s body drops while oil drains
out of the cylinder’s piping, the cylinder is
faulty.
If the body drops even though no oil drains out,
the control valve or the swivel joint is faulty.
If the machine cannot be supported by the

dozer blade, try replacing the port relief valve
with a normal one.
If the dozer blade can support the machine’s
body after this, then the port relief valve is
faulty.
3. Inspect the swivel joint and control valve.

control valve at the control valve side, then insert
a plug in the disconnected hose.
Apply a load to the dozer blade by the procedure
in the previous item 2, a~c.
If the machine’s body drops, the swivel joint is
faulty.
If the machine’s body does not drop, there is
internal leakage in the control valve.
TB1140 V-44
AUXILIARY HYDRAULICS TROUBLESHOOTINTG
THE PROPORTIONAL CONTROL IS IMPOSSIBLE.

auxiliary line.
Normal
Inspect the proportional Faulty

2 Repair or replace.
controller.
Inspect the proportional Faulty Repair or replace the propor-

3
control solenoid valve. tional control solenoid valve.
Inspect movement of the Faulty Repair or replace the control

4
spool. valve.
1. Inspect the operation of actuators other than 1st auxiliary hydraulic

the auxiliary line. Lever Operated Places to be Checked
Check the table at right to see if the problem lies
with the auxiliary line alone. If the problem does Right Travel Relief Valve R1 Pump P1
lie with the auxiliary line, then check the main
relief valve and the hydraulic pump. 2nd auxiliary hydraulic
“V-7” Lever Operated Places to be Checked
2. Inspect the proportional controller. Dozer Blade Relief Valve R3 Pump P3
1st auxiliary hydraulic: Left operating lever
2nd auxiliary hydraulic: Right operating lever
“III-78~79”
3. Inspect the proportional control solenoid

valve.
1st auxiliary hydraulic
2 Pra3
a. Disconnect the hose running from the propor-
tional control solenoid valve (1) to the control Prb3
valve (auxiliary section) at the control valve
(2).
Pa2 SS21 1
b. Fit a pressure gauge to the hose.
SS22
c. Operate the proportional control lever on the SS11
left pilot valve to position it at various angles. Pb2 SS12

If the pressure level falls between 0 and 3.9
MPa for each angle, it is normal.
“IV. Hydraulic Units, Proportional Con- SS1P
SS1T
trol Solenoid Valve” N0E036
V-45 TB1140
TROUBLESHOOTINTG AUXILIARY HYDRAULICS
2nd auxiliary hydraulic

a. Disconnect the hose running from the propor-
tional control solenoid valve (3) to the control
2
valve (auxiliary section) at the control valve
(2). Prb3 Pra3
b. Fit a pressure gauge to the hose. 3
c. Operate the proportional control lever on the
Pa2 SS21
left pilot valve to position it at various angles.
If the pressure level falls between 0 and 3.9 SS22 SS11
MPa for each angle, it is normal.

Pb2 SS12
“IV. Hydraulic Units, Proportional Con-
trol Solenoid Valve”
SS1P
SS1T
4. Inspect movement of the spool. N0E037
TB1140 V-46
VI . ENGINE
ISUZU DIESEL ENGINE

Model TNE series
ENGINE MODEL MOUNTING MACHINE

BB-4BG1T TB1140
TB1140

TacheuchiTB1140 S51400007 - Service

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0-1 TB1140

MACHINE FRONT AND REAR, LEFT AND RIGHT

MACHINE SERIAL NUMBER

6. Bleed the air from the cylinders.

Indicates the mass of a part or device.

Safety Precautions ................................................................................................................................................. 3

SAFETY ALERT SYMBOL

DANGER WARNING CAUTION

Observe all safety rules

• Operation, inspection and maintenance of this ma-

• Wear a hard hat, safety shoes, safety glasses, filter

Use anti-explosive electrical fixtures and lights when

Attach a “DO NOT OPERATE” tag Do not allow unauthorized personnel in

Use the correct tools

Prepare the work area

• Select a firm, level work area. Make sure there is

Replace important safety parts

• Replace fuel hoses periodically. Fuel hoses be-

• Clean the machine before performing maintenance.

Be sure to secure the engine hood or cover when

Place heavy objects in a stable position

• Stay clear of all rotating and moving parts. Wrap-

When removing or installing the hoe attachment,

Fuel, oil or hydraulic fluid leaks can cause a fire.

L3A005 Be careful with hot and pressurized

Be careful with hot cooling systems

• Do not smoke or permit open flames while fueling

Have a Takeuchi service agent repair

Ask a Takeuchi service agent to repair any welding

• Keep all safety signs clean and legible.

4. Clean all disassembled parts and new parts, then

5. Be sure to replace all seals and cotter pins, etc.,

7. When installing bearings, bushings and oil seals,

LEAVE 1 OR 2 THREAD MARGIN

10. When fitting the snap rings, the bigger, rounder

2. Use 2 spanners, each on an opposite side, to DIRT

2. Be careful not to twist O-rings. If an O-ring is

3. During insertion, be careful not to damage the

4. Handling of Floating Seals

5. Apply grease to the lip of the oil seal.

Bite Type Pipe Fitting for Steel Pipe

Pipe Outer Diameter Torque

Joints for Piping (O-ring Seal Type)

1 107.9 ±9.8 79.5 ±7.2

Nominal Thread Torque

3. Points where thread-locking compound is used

Names of Components .......................................................................................................................................... 3

In regard to Standard Values and Allowable Values

1. Cab 12. Crawler Belt 23. Arm

Load hooking system

Equipped with Long Arm Unit: daN (lbs.)

Serial Number 51400007~

Serial Number 51400007~

Serial Number 51400007~

Hydraulic Pump, Main

Serial Number 51400007~

Solenoid Valve (Lever Lock, Travel Speed)

Solenoid Valve (3rd Auxiliary Hydraulics)

Proportional Control Valve (1st/2nd Auxiliary Hydraulics)

Solenoid Valve (Slew lock Release)

Serial Number 51400007~

Pilot Valves (LH, RH)

Pilot Valve (Travel)